WSmanual992superduty b250

Workshop Manual
1999
F-Super Duty 250-550

3: Powertrain
03: Engine

1999 F-Super Duty 250-550 Contents/Index

GROUP 03: Engine

SECTION 303-00: Engine System General Information
SECTION 303-01A: Engine 5.4L (2V)
SECTION 303-01B: Engine 6.8L
SECTION 303-01C: Engine 7.3L Diesel
SECTION 303-03: Engine Cooling
SECTION 303-04A: Fuel Charging and Controls 5.4L (2V)
SECTION 303-04B: Fuel Charging and Controls 6.8L
SECTION 303-04C: Fuel Charging and Controls 7.3L Diesel
SECTION 303-04D: Fuel Charging and Controls Turbocharger
SECTION 303-05: Accessory Drive
SECTION 303-06A: Starting System Gasoline Engines
SECTION 303-06B: Starting System Diesel Engine
SECTION 303-07A: Engine Ignition 5.4L and 6.8L
SECTION 303-07B: Glow Plug System
SECTION 303-08: Engine Emission Control
SECTION 303-12: Intake Air Distribution and Filtering
SECTION 303-13: Evaporative Emissions
SECTION 303-14A: Electronic Engine Controls Gasoline Engines
SECTION 303-14B: Electronic Engine Controls Diesel Engine

SECTION 303-01C: Engine 7.3L Diesel 1999 F-Super Duty 250-550 Workshop Manual
DESCRIPTION AND OPERATION Procedure revision date: 01/26/2000

Engine
Engine Description
The 7.3L diesel engine is:
a four-cycle turbocharged V-8 with overhead valves.
7.3 liter (444 cubic inch) displacement.
separated into two banks, the right bank numbered 1, 3, 5, 7 and the left bank numbered 2, 4,
6, 8.
rated at 215 horsepower at 3000 rpm.
The cylinder block (6010) has been designed to withstand the loads of diesel operations by using:
four-bolt main bearing caps.
internal piston cooling oil jets (6C327).
a forged steel crankshaft (6303).
heavy-duty forged steel connecting rods (6200).
The piston and rings are:
made of aluminum alloy.
fitted with an upper keystone compression ring.
fitted with a lower rectangular compression ring.
fitted with oil control rings.
The piston pins (6135) are:
a free-floating type permitting the piston pin to move/float freely in the piston pin bore.
retained in the piston and rings by piston pin retainers (6140).
The camshaft (6250) is:
supported by five insert-type camshaft bearings (6A251).
of the roller camshaft design.
driven by the crankshaft through the use of the crankshaft gear and the camshaft gear.
The hydraulic valve tappets (6500):
minimize engine noise.
maintain zero valve lash.
incorporate camshaft follower guides.
incorporate a roller follower design that reduces camshaft wear.
The cylinder heads (6049) are designed:
to incorporate electronically controlled/hydraulically actuated fuel injectors (9F593).
to locate the fuel injectors in the center of the combustion chambers between the rocker arms
(6564).
with integral high-pressure oil galleries.
The glow plug system is:
designed to preheat the cylinders for faster cold weather starts.
controlled by the powertrain control module (PCM) (12A650).
mounted directly into the cylinder heads.
activated by the glow plug control module (12B533).
The optional block heater (6A051) is:
designed to heat the engine coolant and oil for improved cold weather starts.
located near the oil filter (6731) in the oil cooler (6A642).
powered by a 120-volt external power source.
replaceable but not repairable.
The fuel injection system used on the engine:
is controlled by the powertrain control module.
utilizes an electric in-line fuel pump (9350).
circulates through a combination fuel filter, fuel heater and water separator assembly.
uses eight electronically controlled/hydraulically actuated fuel injectors.
maintains operating pressures between 275-448 kPa (40-65 psi).
The engine lubrication system:
is divided into two systems: the low-pressure system lubricates the engine (6007), the high-
pressure system actuates the fuel injectors.
maintains pressures between 69-414 kPa (10-60 psi) for the low-pressure system and 4137-
20,685 kPa (600-3,000 psi) for the high-pressure system.
is cooled by an engine oil cooler.
utilizes an oil pressure sensor (9278) and an oil pressure regulator.
actuates the exhaust back-pressure warm-up system integral to the turbocharger.
1998 7.3L (DIT) Engine

Item Part Number Description
1 6584 Valve cover gasket
2 6766 Oil filler cap
3 6582 Valve cover
4 1822844C1 Lifting eye
5 9E434 Intake manifold cover
6 1818188C1 Plug, fuel rail drain
7 1815734C1 O-ring seal, fuel rail drain plug
8 1818186C1 Plug, oil supply rail
9 1814546C1 Ring, backup supply rail
10 1815873C1 O-ring seal, oil supply rail
11 9410357 Plug
12 9N693 O-ring seal
13 1815944C1 Plug, oil rail drain
15 9410357 Plug
16 9410357 Plug
18 9F538 Sleeve, fuel injector
19 6026 Plug, cup
21 6582 Valve cover
22 6A527 Rocker arm bolt
23 6564 Rocker arm
24 6518 Valve spring retainer key
25 6514 Valve spring rotator
26 6513 Valve spring
27 6571 Valve stem seal
28 6564 Rocker arm
29 6065 Cylinder head bolt
30 6049 Cylinder head
31 445751 Plug, pipe
32 1815887C1 O-ring seal
33 6026 Ball, steel (plug)
34 6010 Cylinder block
35 6674C Seat, ball (part of kit 6674)
36 13722D Ball, 1/2-inch metal
(part of kit 6674)
37 6670 Oil pump relief valve spring
38 6666 Oil pump relief valve plug
39 6674A O-ring seal (part of kit 6674)
40 6026 Engine block plug
41 6A008 Cylinder head to block dowel
42 Bolt and spring washer assy (part of 6C329)
43 6051 Head gasket
44 6507 Exhaust valve
45 6505 Intake valve
46 6C329 Guide, camshaft follower
47 437157 R1 Ring, flywheel adapter housing retaining
48 6A369 Transmission adapter
50 6701 Crankshaft rear oil seal
51 6L080 Cover, engine rear
52 20640 R1 Pin, dowel
53 6031 Bracket, front engine support mounting
54 Cap, main bearing
(part of 6010)
55 445684 Plug, oil cooler drain, 3/8 NPTF
56 444619 Plug, 1/4-18
57 6C327 Piston cooling oil jet
58 445684 Plug, oil drain, 3/8 NPTF
59 6345 Crankshaft main bearing cap stud
60 6A636 Gasket, oil cooler front header
61 6881 Header, oil cooler front
62 6K649 O-ring seal, oil cooler inner
63 6C610 O-ring seal, oil cooler outer
64 6345 Crankshaft main bearing cap bolt
65 6A642 Oil cooler
67 6A636 Gasket, oil cooler rear header
68 6881 Header, oil cooler rear
69 6A051 Block heater
70 444814 Plug
71 6731 Oil filter
72 6K649 O-ring seal, oil cooler outer
73 6C610 O-ring seal, oil cooler inner
74 6619 O-ring seal, oil pump housing
75 6608 Gerotor oil pump
76 6616 Oil pump housing
77 6A661 Bracket, oil pump screen cover and tube
78 6622 Oil pump screen cover and tube
79 6626 Oil pump inlet tube gasket
80 6730 Oil pan drain plug
81 6734 Oil pan drain plug gasket
82 6675 Oil pan
83 6754F Adapter, oil level indicator tube (part of 6754)
84 6754E O-ring seal, oil level indicator tube adapter
retainer
(part of 6754)
85 6754D Flange, oil level indicator tube adapter retainer
(part of 6754)
86 6754C O-ring seal, oil level indicator tube (part of
6754)
87 E2AZ-19562-
B
Gasket maker
88 6750 Oil level indicator
89 6754 Oil level indicator tube
90 Plug, pipe (part of 8501)
91 8509 Water pump pulley
92 8501 Pump, water
93 1822716C1 Nipple heater return hose
94 12A648 Engine coolant temperature (ECT) sensor
95 8592 Outlet, water pump
96 8255 Gasket, water outlet
97 8575 Water thermostat
98 8507 Water pump housing gasket
99 6700 Crankshaft front seal
100 6020 Engine front cover gasket
101 444776 Plug, tappet oil gallery
102 6B041 Pin, dowel (engine front cover)
104 6A251 Camshaft bearing
105 6019 Engine front cover
106 6619 Gasket, oil reservoir
107 6655 Gear, high-pressure oil pump drive
108 6B070 Cover, oil pump drive gear access
109 6658 Reservoir, high-pressure oil pump supply and
cover

7.3l (dit) crankshaft, camshaft and piston

Item
Part
Number Description
1 6256 Camshaft drive gear
2 6269 Camshaft thrust plate
3 6L269 Camshaft drive gear key
4 6250 Camshaft
5 6500 Valve tappet
6 6565 Push rod
7 6140 Piston pin retainer
8 6148 Partial piston ring set (8 req'd)
9 6102 Piston
10 6135 Piston pin
11 6207 Connecting rod bushing
12 6211 Connecting rod bearing
13 6212 Connecting rod nut
14 6214 Connecting rod bolt
15 6200 Connecting rod
17 6379 Flywheel retaining bolt
18 6A366 Flywheel reinforcing plate
19 6375 Flywheel (automatic transmission) (not
shown)
20 6337 Crankshaft thrust main bearing
21 6333 Crankshaft main bearing
22 6B316 Crankshaft key
23 Crankshaft sprocket
(part of 6303)
24 6316 Crankshaft vibration damper
25 6332 Washer, crankshaft vibration damper
26 6A340 Crankshaft pulley bolt
27 6310 Crankshaft damper wear ring
28 6303 Crankshaft

Engine Identification
Vehicle identification, the location of the vehicle rating and data plates, and engine code information
is fully covered in Section 100-01. For specific and exact engine identification, an engine calibration
code label is affixed to the B-pillar. Refer to the following illustration for examples of engine
identification labeling.
Engine Labels

Item
Part
Number Description
1 Engine code label
(part of 6007)
2 Electrical system caution
(part of 6007)
3 Stamped serial number (on crankcase) (part of
6007)
4 Oil change label
(part of 6007)
5 Emission label
(part of 6007)
(part of 6007)

Calibration Code Label
Refer to the Powertrain Control/Emissions Diagnosis (PC/ED) manual.

Lubrication System Low-Pressure
Low-Pressure Oil Flow

1 6658 High-pressure oil pump reservoir
3 Anti-drain check ball cap
(part of 6658)
4 O-ring seal (part of 6658)
5 Spring (part of 6658)
6 Check ball (part of 6658)
7 Valve lifter oil galleries
(part of 6010)
9 Turbocharger oil return gallery (part of 6010)
10 Turbocharger oil supply gallery (part of 6010)
11 Pressure relief/regulator valve (part of 9155)
12 Oil filter bypass drain
(part of 6881)
13 Main oil gallery
(part of 6010)
14 6A642 Oil cooler
15 6881 Oil cooler header
The lubrication system is comprised of a low-pressure system and a high-pressure system. The low-
pressure system provides primary engine lubrication while the high-pressure system provides the
hydraulic pressure required to actuate the fuel injectors.
The gerotor oil pump draws oil from the engine oil pan (6675) through the oil pump screen cover
and tube (6622) into the oil inlet passage in the front cover. The gerotor oil pump then pumps the oil
back out through the outlet passage in the front cover. The oil separates into two paths.
One flow path sends oil into the high-pressure pump reservoir possibly through the anti-drainback
check ball during cold start. One feed leaves the check ball and enters the front cover. From there it
enters the high-pressure oil reservoir. The second feed exits the check ball and enters the left bank
valve lifter oil gallery.
After leaving the front cover outlet passage, the second oil path sends the oil through the oil cooler
and filter assembly. Once inside the filter housing, the oil filter bypass valve may open to vent
excess pressure and oil back into the oil pan. After the oil has been circulated through the oil filter,
the oil feed then enters the main oil gallery (integral to the cylinder block). Once in the main oil
gallery, the oil is routed to the five crankshaft main bearings (6333) through five drilled and
machined feed galleries (integral to the cylinder block). The five camshaft bearings receive the oil
feed through five vertically drilled and machined feed galleries connected to the main bearing feed
galleries. The front main bearing feed gallery also supplies oil to the right bank valve lifter oil
gallery through a vertically drilled and machined oil feed gallery (integral to the cylinder block). The
rear main bearing oil feed gallery also supplies oil to the turbocharger assembly through a vertically
drilled and machined oil feed gallery (integral to the cylinder block).
Pressurized oil entering the turbocharger assembly is utilized to actuate the exhaust back-pressure
warm-up system. The oil drains back through the turbocharger mounting pedestal and back into the
oil pan. The valve lifter oil gallery supplies pressurized oil to the valve tappets and to the piston
cooling oil jets. Oil from the valve tappets is routed upward to the cylinder head valve train through
hollow push rods (6565). Once in the cylinder head, the oil drains back to the oil pan through return
ports at each end of the cylinder head.

Lubrication System High-Pressure
High-Pressure Oil Flow

1 9278 Oil pressure sensor
2 6600 High-pressure oil pump
4 9A332 High-pressure oil feed hoses
5 High-pressure oil rail
(part of 6049)
6 Injector oil feed galleries
(part of 6049)
7 9F593 Fuel injectors (8 req'd)
8 9F838 Oil pressure sensor
9 7A139 Injection pressure regulator (IPR)
During initial start or cold start, the high-pressure oil pump (6600) receives oil from the left side
valve lifter oil gallery possibly through the anti-drain back check ball valve. Once the engine starts
or during warm engine starts, the check ball closes and the high-pressure oil pump receives filtered
oil from the high-pressure oil pump reservoir. The high-pressure oil pump pumps the oil under
extremely high pressures (4,115-20,577 kPa [600-3,000 psi]) through the left and right side high-
pressure supply hoses to the high-pressure oil rails (integral to the cylinder heads). Once in the oil
rail, the oil is fed to the fuel injector bores through four oil feed galleries drilled and machined in the
cylinder head. The high-pressure oil then actuates the fuel injectors.

SPECIFICATIONS Procedure revision date: 08/23/2002

Engine Specifications
Bore and
Stroke
Firing
Order
Oil Pressure, Normal Operating
Temperature @ 3,300 rpm kPa
(PSI)
Engine Type and
Number of
Cylinders
Compression
Ratio
4.11 in x
4.18 in
1-2-7-3-
4-5-6-8
276-482 kPa (40-70) O.H.V. V-8 17.5 to 1

Drive Belt Tension
Tensioning Method Belt Tension
Automatic 378 N (85 Lbs.) Min.

Cylinder Head
Valve Guide
Bore Diameter
Valve Seat
Width
Intake Exhaust Intake Exhaust
Valve Seat
Runout TIR
Maximum
Valve
Arrangement
Front to Rear
Gasket
Surface
Flatness
Deck to
Deck
Dimension
0.3141
in-
0.3151
in
a

0.3141
in-
0.3151
in
a

1.651-
2.413
mm
(0.065
in-
0.095
in)
b

1.651-
2.413
mm
(0.065
in-
0.095
in)
b

0.05 mm
(0.002 in)
LH
I-E-I-E-I-E-I-E
RH
E-I-E-I-E-I-E-I
0.025 mm
(0.001 in)
in 2 in
0.10 mm
(0.004 in)
overall
c

129.41-
129.67 mm
(5.095 in-
5.105 in)
a
Maximum 0.3180 in.
b
Valve seat angle intake 30 and exhaust 37.5.
c
Gasket surface finish 63-125 RMS.

Rocker Arm Shaft, Push Rods and Valve Tappets
Valve Tappet or Lifter
Type
Push Rod
Runout TIR
Maximum
Standard
Diameter
Clearance to
Bore
Hydraulic Lifter
Leak-Down Rate
Collapsed Tappet
Gap (Clearance)
Hydraulic
Roller
Follower
0.5 mm Max.
(0.02 in)
23.391-
23.411 mm
(0.9209 in-
0.9217 in)
0.027-
0.086 mm
(0.0011 in-
0.0034 in)
a

18-90 Sec.
for 3.17 mm
(0.125 in) Travel
b

4.69 mm (0.185 in)
Max.
c

a
Service limit 0.005.
b
Time required for plunger to move 0.125 in. under load of 50 lbs. with test fluid at room
temperature.
c
Measured at valve tip to rocker arm.

Valve Springs
Valve Spring Compression
Pressure Lbs. @ Specified Height
Valve Spring Free
Length
(Approximate)
Valve Spring
Assembled Height
Intake Exhaust Intake Exhaust Intake Exhaust
Valve Spring
Out of Square
Maximum
32-35 kg
@ 46.55 mm
(71-79 lbs. @
1.833 in)
102-112 kg @
34.35 mm (225-
249 lbs. @
1.352 in)
32-35 kg
@ 46.55 mm (71-
79 lbs. @ 1.833
in)
102-112 kg @
34.35 mm (225-
249 lbs. @ 1.352
in)
52.70 mm
3.8 mm
(2.075 in
0.150 in)
44.881
mm
(1.767 in)
46.558
mm
(1.833
in)
1.981 mm
(0.078 in)

Valves
Valve Stem-to-Guide Clearance
(Max.) Valve Face Angle
Intake Exhaust Intake Exhaust
Valve Face Runout TIR
Maximum
0.140 mm
(0.0055 in)
a

0.140 mm
(0.0055 in)
a

30
Degrees
37.5
Degrees
0.050 mm (0.002 in)
a
Service clearance .0055.

Valves (Continued)
Valve Head Recession
Relative to Deck Surface
Minimum Valve Face
Margin Intake
Valves
Minimum Valve Face
Margin Exhaust
Valves
Valve Stem
Diameter
Intake Exhaust
1.67 mm (0.066 in) 1.37 mm (0.054 in) 7.921-7.939
mm (0.31185-
0.31255 in)
1.17-1.47
mm
(0.046-0.058
in)
1.32-1.63 mm
(0.052-0.064
in)

Camshaft
Camshaft Thrust Plate
Thickness
End Play
Camshaft Journal to
Bearing Clearance
Intake
Lobe Lift
Exhaust
Lobe Lift
Thrust
Area
Outside of
Thrust Area
0.051-
0.203 mm
(0.002-
0.008 in)
0.051-0.165 mm
(0.002-0.006 in)
6.44 mm
(0.2535 in)
Max.
6.43 mm
(0.2531 in)
Max.
3.910-
3.961 mm
(0.154-
0.156 in)
3.784-3.987
mm
(0.149-
0.157 in)

Camshaft Drive
Camshaft Bearing Inside Diameter
No. 1 No. 2 No. 3 No. 4 No. 5
Camshaft Front Bearing
Location Gear Backlash
53.39-
53.48
mm
(2.102-
2.105
in)
a

53.39-
53.48
mm
(2.102-
2.105 in)
53.39-
53.48
mm
(2.102-
2.105 in)
53.39-
53.48
mm
(2.102-
2.105 in)
53.39-
53.48
mm
(2.102-
2.105 in)
0.020-
0.050 in
b

0.140-0.256 mm
(0.0055-0.0101
in)
a
All camshaft journals are 53.31-53.34 mm (2.099-2.100 in.).
b
Distance in inches that front edge of the bearing is installed below the front face of the cylinder
block.

Cylinder Block
Cylinder Bore Diameter Head Gasket Surface Flatness Bore Size
Standard
a
0.001 in any 2 in
0.004 in. overall
104.384-104.402 mm
(4.1096-4.1103 in)
0.010 Oversize 0.001 in any 2 in
0.004 in overall
104.502 mm
(4.11425 in)
0.004 in overall
104.756 mm
(4.12425 in)
0.004 in overall
105.010 mm
(4.13425 in)
a
Maximum out-of-round 0.051 mm (0.002 in.); maximum taper 0.076 mm (0.003 in.).

Crankshaft and Flywheel
Crankshaft
Diameter
Main
Bearing
Journal
Diameter
Main
Bearing
Journal
Out-of-
Round
Maximum
Main
Bearing
Thrust
Face
Runout
TIR
Maximum
Main
Bearing
Journal
Taper
Maximum
per Inch
Thrust
Bearing
Journal
Width
Main and
Rod
Bearing
Journal
Finish
RMS
Maximum
Main
Bearing
Thrust
Face
Finish
RMS
Maximum
Standard 79.139-
79.340
mm
(3.1228-
3.1236 in)
0.0056 mm
(0.00022
in)
0.025 mm
(0.001 in)
0.0038 mm
(0.00015
in)
31.509-
31.585
mm
(1.2405-
1.2435
in)
10 20
0.010
Undersize
79.065-
79.085
mm
(3.1128-
3.1136 in)
0.0056 mm
(0.00022
in)
0.025 mm
(0.001 in)
0.0038 mm
(0.00015
in)
31.509-
31.585
mm
(1.2405-
1.2435
in)
10 20
0.020
Undersize
78.811-
78.831
mm
(3.1028-
3.1036 in)
0.0056 mm
(0.00022
in)
0.025 mm
(0.001 in)
0.0038 mm
(0.00015
in)
31.509-
31.585
mm
(1.2405-
1.2435
in)
10 20
0.030
Undersize
78.557-
78.577
mm
(3.0928-
3.0936 in)
0.0056 mm
(0.00022
in)
0.025 mm
(0.001 in)
0.0038 mm
(0.00015
in)
31.509-
31.585
mm
(1.2405-
1.2435
in)
10 20

Crankshaft and Flywheel (Continued)
Crankshaft
Diameter
Connecting
Rod Journal
Diameter
Connecting Rod
Journal Taper
per Inch
Maximum
Crankshaft
End Play
Flywheel
and Ring
Gear
Runout
Flywheel and
Ring Gear
Concentricity
Standard 63.45-63.47
mm
(2.4980-
2.4990 in)
a

0.0066 mm
(0.00026 in)
0.063-0.216
mm
(0.0025-
0.0085 in)
b

0.203 mm
(0.008 in)
0.203 mm
(0.008 in)
0.010
Undersize
63.20-63.22
mm
(2.488-2.489
in)
0.0066 mm
(0.00026 in)
0.063-0.216
mm
(0.0025-
0.0085 in)
0.203 mm
(0.008 in)
0.203 mm
(0.008 in)
0.020
Undersize
62.94-62.96
mm
(2.478-2.479
in)
0.0066 mm
(0.00026 in)
0.063-0.216
mm
(0.0025-
0.0085 in)
0.203 mm
(0.008 in)
0.203 mm
(0.008 in)
0.030
Undersize
62.69-62.71
mm
(2.468-2.469
in)
0.0066 mm
(.00026 in)
0.063-0.216
mm
(0.0025-
0.0085 in)
0.203 mm
(0.008 in)
0.203 mm
(0.008 in)
a
Maximum out-of-round 0.0056 mm (0.00022 in).
b
Service limit 0.51 mm (0.020 in).

Crankshaft Bearings
Connecting Rod Bearing to Crankshaft Clearance Main Bearing to Crankshaft Clearance

0.038-0.114 mm
(0.0015-0.0045 in)
0.046-0.117 mm
(0.0018-0.0046 in)

Connecting Rod
Connecting Rod Alignment
Maximum Total Difference
Rod
Bearing
I.D.
Rod Length
Center to
Center
Twist/Inch Bend/Inch
Rod to Crankshaft
Assembled Side
Clearance
63.513-
63.564 mm
(2.5005-
2.5025 in)
a

b

181.10 mm
(7.130 in)
0.05 mm (0.002
in)
0.025 mm (0.001
in)
0.30-0.61 mm
(0.012-0.024 in)
a
Connecting rod bearing bore maximum out-of-round 0.0005 and maximum bore taper
0.0005.
b
With bearing caps tightened in place.

Connecting Rod (Continued)
Bearing Bore
Engine
Piston Pin Bushing
I.D.
Crankpin Bearing Bore
Diameter
Max.Out-of-
Round
Max.Taper per
Inch
7.3L 33.23-33.25 mm
(1.308-1.309 in)
68.339-68.364 mm
(2.6905 in-
2.6915 in)
0.013 mm
(0.0005 in)
0.013 mm
(0.0005 in)

Piston
Available
Pistons Skirt Diameter
a

b
Piston Pin Bore Diameter
Piston Height Above
Crankcase
Standard 104.26065 mm
(4.10475 in)
33.235-33.248 mm (1.3085-
1.3088 in)
0.254-0.787 mm (0.010-
0.031 in)
.010 in
Oversize
104.51465 mm
(4.11475 in)
33.235-33.248 mm (1.3085-
1.3088 in)
0.254-0.787 mm (0.010-
0.031 in)
.020 in
Oversize
104.76865 mm
(4.12475 in)
33.235-33.248 mm (1.3085-
1.3088 in)
0.254-0.787 mm (0.010-
0.031 in)
0.030 in
Oversize
105.02265 mm
(4.13475 in)
33.235-33.248 mm (1.3085-
1.3088 in)
0.254-0.787 mm (0.010-
0.031 in)
a
Service piston specification are all +/- 0.00635 mm (0.00025 in).
b
Measured at 90 to the pin, at 42.77 mm (1.684 in) below the oil ring grooves at room temperature.

Piston Pin
Length Diameter
To Piston Pin Bore
Clearance
To Connecting Rod Bushing
Clearance
75.9-76.2
mm
(2.99-3.00
in)
33.220-33.226
mm
(1.3079-1.3081
in)
0.007-0.018 mm
(0.0003-0.0007 in)
a

0.010-0.023 mm
(0.0004-0.0009 in)
a
Selective fit.

Piston Rings
Ring Gap
Compression
Ring Side Clearance (Second Ring
Only)
Top Second
Oil Oversize
0.35-0.61 mm
(0.014-0.024
in)
1.57-1.83 mm
(0.062-0.072
in)
0.30-0.61 mm
(0.012-0.024
in)
0.010 in
4.120 in
0.05-0.10 mm
(0.002-0.004 in)
0.35-0.61 mm
(0.014-0.024
in)
1.57-1.83 mm
(0.062-0.072
in)
0.30-0.61 mm
(0.012-0.024
in)
0.020 in
4.130 in
0.05-0.10 mm
(0.002-0.004 in)
0.35-0.61 mm
(0.014-0.024
in)
1.57-1.83 mm
(0.062-0.072
in)
0.30-0.61 mm
(0.012-0.024
in)
0.030 in
4.140 in

Exhaust Manifold

Maximum Allowable Warpage 0.13 mm (0.005 in)
Between Ports
0.25 mm (0.010 in) Total
Maximum Allowable Removal of Material 0.25 mm (0.010 in)

Drive Gear Backlash
mm Inch
0.035-0.038 0.0012-0.0015

Oil Pump, Oil Cooler and Oil Capacity
Oil Pump Pressures
Engine Oil
Capacity
Engine at Normal
Operating Temperature
Curb Idle 3,300 rpm
Liters
U.S.
Qts.
Oil Pump Drive Gear
Radial Clearance
Oil Pump Drive Gear
End Clearance
69 kPa (10 psi) 276-482 kPa
(40-70 psi)
12.3 13.0 0.71-0.81 mm
(0.028-0.032 in)
0.02-0.08 mm
(0.001-0.003 in)

General Specifications
Item Specification
Lubricants
Ford Engine Assembly Lubricant
D9AZ-19579-D
ESR-M99C80-A
Multi-Purpose Grease
D0AZ-19584AA
ESR-M1C159A and ESB-M1C93A
Rust Penetrant and Inhibitor
F2AZ-19A501-A
ESR-M99C56-A
Sealants
RTV Silicone Sealant
F5TZ-19G204-AB
NAVSTR SLR
Perfect Seal Sealing Compound
F2AZ-19554-AA
ESR-M18P2-A
and
ESE-M4G115-A

Torque Specifications
Description Nm lb-ft lb-in
Vehicles Built Before 12/7/98
A/C compressor mounting bracket to engine 47 35
A/C manifold line to compressor 17-23 13-17
Crankshaft vibration damper bolt/crankshaft pulley bolt 287 212
Cylinder head bolts
a

Connecting rod nuts
a

Engine front cover bolts 20 15
Engine mount nuts 96-127 71-94
Engine rear cover bolts 20 15
Exhaust manifold and exhaust adapter pipe nuts and bolts, RH
b
24 18
Exhaust manifold and exhaust adapter pipe nuts and bolts, LH
b
24 18
Flywheel mounting bolt
(automatic transmission)
31-53 23-40
Flywheel housing cover mounting screws 18-23 14-17
Fuel injector hold-down bolts 13.6 120
Generator bracket to cylinder head 47 35
Generator bracket to cylinder head, lower 40-55 30-41
High-pressure oil pump bolts 24 18
Camshaft thrust plate to engine retaining bolts 24 18
Oil level gauge tube adapter nut 33 25
Valve cover retaining bolts and nuts 11 8
Oil level indicator tube adapter nut 33 25
Oil pan to cylinder block 24 18
Oil pump screen cover and tube flange screws 24 18
Oil supply line to cylinder head fitting 26 20
Oil pump housing bolts 14 10
Rear oil seal retaining bolts
c

Rocker arm pedestal attaching bolts 27 20
Transmission to engine bolts 52-70 39-52
Turbocharger exhaust inlet pipe-to-exhaust manifold bolts 28 21
Rocker arm cover bolts 11 98
Torque converter to flywheel retaining nuts 30-40 23-30
Oil pump retaining bolts 24 18
Oil pump screen cover and tube retaining nut 40-64 30-48
Camshaft position (CMP) sensor to engine front cover 24 18
Access cover bolts 21-32 16-24
Vehicles Built After 12/7/98
A/C compressor mounting bracket to engine 47 35
A/C manifold line to compressor 17-23 13-17
Access cover bolts 27 20
Camshaft position (CMP) sensor to engine front cover 24 18
Camshaft thrust plate to engine retaining bolts 24 18
Connecting rod nuts
a

Crankshaft vibration damper bolt/crankshaft pulley bolt 287 212
Cylinder head bolts
a

Engine front cover bolts 20 15
Engine mount bolts 150 111
Engine mount nuts 96-127 71-94
Engine rear cover bolts 20 15
Exhaust manifold and exhaust adapter pipe bolts
b
24 18
Exhaust manifold and exhaust adapter pipe nuts
b
24 18
Flywheel housing cover mounting screws 18-23 14-17
Flywheel mounting bolt (automatic transmission) 31-53 23-40
Fuel filter housing bolts 31 23
Generator bracket to cylinder head 47 35
Generator bracket to cylinder head, lower 47 35
High-pressure oil pump retaining bolts 24 18
Lifter retaining plate retaining bolt 20 15
Main bearing cap bolts
a

Oil cooler front header retaining bolts 24 18
Oil cooler rear header retaining bolts 24 18
Oil deflector retaining bolts 14 10
Oil level gauge tube adapter nut 33 25
Oil level indicator tube adapter nut 33 25
Oil pan to cylinder block 24 18
Oil pump housing bolts 14 10
Oil pump screen cover and tube flange screws 24 18
Oil pump screen cover and tube retaining nut 24 18
Oil supply line to cylinder head fitting 26 20
Piston oil cooling jet retaining bolt 11 98
Rear oil seal retaining bolts
c

Rocker arm cover bolts 11 98
Rocker arm pedestal attaching bolts 27 20
Torque converter to flywheel retaining nuts 30-40 23-30
Transmission to engine bolts 52-70 39-52
Turbocharger pedestal mounting bolts 24 18
Turbocharger exhaust inlet pipe-to-exhaust manifold bolts 28 21
Valve cover retaining bolts and nuts 11 98
Class 9.8 Metric Fasteners
M4 3 27
M5 7 62
M6 11 8
M8 27 20
M10 52 38
M12 78 58
M14 125 92
M16 193 142
Class 10.9 Metric Fasteners
M6 14 10
M10 68 50
M12 100 74
M14 160 118
M16 248 183
M20 483 357
M24 835 618
Grade 5 UNC Fasteners
1/4-inch 9 80
5/16-inch 20 15
Grade 5 UNF Fasteners
1/4-inch 12 9
5/16-inch 23 17
Grade 8 UNC Fasteners
3/8-inch 55 41
7/16-inch 90 66
1/2-inch 130 96
9/16-inch 190 140
5/18-inch 255 188
3/4-inch 460 339
7/8-inch 745 550
Grade 8 UNF Fasteners
3/8-inch 60 44
7/16-inch 95 70
1/2-inch 150 111
9/16-inch 210 155
5/18-inch 290 214
3/4-inch 515 380
7/8-inch 825 616
Pipe Threads
1/8 x 27 9 80
1/4 x 18 20 15
3/8 x 18 37 27
1/2 x 14 40 30
a
Refer to the procedure in this section.
b
Apply Threadlockand Sealer E0AZ-19554-AA or equivalent meeting ford specification WSK-
M2G351-A5 and ESE-M4G204-A2 to all threads prior to assembly.
c
Refer to Standard Torque English or Standard Torque Metric chart in the Specifications
portion of this section.


EngineVehicles Built After 12/7/98

Engine Description
The 7.3L diesel engine is:
a four-cycle turbocharged V-8 with overhead valves.
7.3 liter (444 cubic inch) displacement.
separated into two banks, the right bank numbered 1, 3, 5, 7 and the left bank numbered 2, 4,
6, 8.
rated at 215 horsepower at 3000 rpm.
The cylinder block (6010) has been designed to withstand the loads of diesel operations by using:
four-bolt main bearing caps.
internal piston cooling oil jets (6C327).
a forged steel crankshaft (6303).
heavy-duty forged steel connecting rods (6200).
The piston and rings are:
made of aluminum alloy.
fitted with an upper keystone compression ring.
fitted with a lower rectangular compression ring.
fitted with oil control rings.
The piston pins (6135) are:
a free-floating type permitting the piston pin to move/float freely in the piston pin bore.
retained in the piston and rings by piston pin retainers (6140).
The camshaft (6250) is:
supported by five insert-type camshaft bearings (6A251).
driven by the crankshaft through the use of the crankshaft gear and the camshaft gear.
The hydraulic valve tappets (6500):
minimize engine noise.
maintain zero valve lash.
incorporate camshaft follower guides.
incorporate a roller follower design that reduces camshaft wear.
The cylinder heads (6049) are designed:
to incorporate electronically controlled/hydraulically actuated fuel injectors (9F593).
to locate the fuel injectors in the center of the combustion chambers between the rocker arms
(6564).
with integral high-pressure oil galleries.
The glow plug system is:
designed to preheat the cylinders for faster cold weather starts.
controlled by the powertrain control module (PCM) (12A650).
mounted directly into the cylinder heads.
activated by the glow plug control module (12B533).
The manifold intake air heater:
is designed to preheat intake air to reduce smoke and odor during cold weather starts.
is controlled by the powertrain control module (PCM).
is mounted into the compressor manifold to heat intake air.
The optional block heater (6A051) is:
designed to heat the engine coolant and oil for improved cold weather starts.
located near the oil filter (6731) in the oil cooler (6A642).
powered by a 120-volt external power source.
not repairable; a new block heater must be installed.
The fuel injection system used on the engine:
is controlled by the powertrain control module.
utilizes an electric in-line fuel pump (9350).
circulates through a combination fuel filter, fuel heater and water separator assembly.
uses eight electronically controlled/hydraulically actuated fuel injectors.
maintains operating pressures between 448-482 kPa (65-70 psi).
The engine lubrication system:
is divided into two systems: the low-pressure system lubricates the engine (6007), the high-
pressure system actuates the fuel injectors.
maintains pressures between 69-414 kPa (10-60 psi) for the low-pressure system and 2,758-
20,685 kPa (400-3,000 psi) for the high-pressure system.
is cooled by an engine oil cooler.
in the high-pressure system uses an injection control pressure (ICP) sensor (9F838) and
injection pressure regulator (IPR) valve (7A139) to maintain and control pressure.
actuates the exhaust back-pressure warm-up system integral to the turbocharger.
in the high-pressure system is used to inject fuel.
7.3L (DIT) Engine

2 6766 Oil filler cap
3 6582 Valve cover
4 1822844C1 Lifting eye
5 9E434 Intake manifold cover
6 1818188C1 Plug, fuel rail drain
7 1815734C1 O-ring, fuel rail drain plug
8 1827535C91 Plug, oil supply rail
9 1814546C1 Ring, backup supply rail
10 1815873C1 O-ring, oil supply rail
11 9410357 Plug
12 9N693 O-ring
13 1815944C1 Plug, oil rail drain
14 9N693 O-ring
15 9410357 Plug
16 9410357 Plug
17 9N693 O-ring
18 9F538 Sleeve, fuel injector
19 6026 Plug, cup
21 6582 Valve cover
22 6A527 Rocker arm bolt
23 6564 Rocker arm
24 6518 Valve spring retainer key
25 6514 Valve spring rotator
26 6513 Valve spring
27 6571 Valve stem seal
28 6564 Rocker arm
29 6065 Cylinder head bolt
31 445751 Plug, pipe
32 1815887C1 O-ring
33 6026 Ball, steel (plug)
35 6674C Seat, ball (part of kit 6674)
36 13722D Ball, 1/2-inch metal
(part of kit 6674)
37 6670 Short circuit valve spring
38 6666 Short circuit valve plug
39 6674A O-ring (part of kit 6674)
40 6026 Engine block plug
41 6A008 Cylinder head to block dowel
42 Bolt (part of 6C329)
43 6051 Head gasket
44 6507 Exhaust valve
45 6505 Intake valve
46 6C329 Guide, camshaft follower
48 6A369 Transmission adapter
50 6701 Crankshaft rear oil seal
51 6L080 Cover, engine rear
53 6031 Bracket, front engine support mounting
54 Cap, main bearing
(part of 6010)
55 445684 Plug, oil cooler drain, 3/8 NPTF
56 444619 Plug, 1/4-18
58 445684 Plug, oil drain, 3/8 NPTF
59 6345 Crankshaft main bearing cap stud
60 6A636 Gasket, oil cooler front header
61 6881 Header, oil cooler front
62 6K649 O-ring, oil cooler inner
63 6C610 O-ring, oil cooler outer
65 6A642 Oil cooler
67 6A636 Gasket, oil cooler rear header
68 6881 Header, oil cooler rear
69 6A051 Block heater
70 444814 Plug
71 6731 Oil filter
72 6K649 O-ring, oil cooler outer
73 6C610 O-ring, oil cooler inner
74 6619 O-ring, oil pump housing
76 6616 Oil pump housing
77 6A661 Bracket, oil pump screen cover and tube
79 6626 Oil pump inlet tube gasket
80 6730 Oil pan drain plug
81 6734 Oil pan drain plug gasket
82 6675 Oil pan
83 6754F Adapter, oil level indicator tube (part of 6754)
84 6754E O-ring, oil level indicator tube adapter retainer
(part of 6754)
85 6754D Flange, oil level indicator tube adapter retainer
(part of 6754)
86 6754C O-ring, oil level indicator tube (part of 6754)
87 E2AZ-19562-
B
Gasket maker
88 6750 Oil level dipstick
89 6754 Oil level indicator tube
90 Plug, pipe (part of 8501)
91 8509 Water pump pulley
92 8501 Pump, water
93 1822716C1 Nipple heater return hose
94 12A648 Engine coolant temperature sensor (ECT
sensor)
95 8592 Outlet, water pump
96 8255 Gasket, water outlet
97 8575 Water thermostat
98 8507 Water pump housing gasket
99 6700 Crankshaft front seal
100 6020 Engine front cover gasket
102 6B041 Pin, dowel (engine front cover)
104 6A251 Camshaft bearing
106 6619 Gasket, oil reservoir
107 6655 Gear, high-pressure oil pump drive
108 6B070 Cover, oil pump drive gear access
109 6658 Reservoir, high-pressure oil pump supply and
cover

7.3L (DIT) Crankshaft, Camshaft and Piston

Item
Part
Number Description
1 6256 Camshaft drive gear
2 6269 Camshaft thrust plate
3 6L269 Camshaft drive gear key
4 6250 Camshaft
5 6500 Valve tappet
6 6565 Push rod
7 6140 Piston pin retainer
8 6148 Partial piston ring set
(8 req'd)
9 6102 Piston
10 6135 Piston pin
11 6207 Connecting rod bushing
12 6211 Connecting rod bearing
13 6212 Connecting rod nut
14 6214 Connecting rod bolt
15 6200 Connecting rod
17 6379 Flywheel retaining bolt
18 6A366 Flywheel reinforcing plate
19 6375 Flywheel (automatic transmission) (not
shown)
20 6337 Crankshaft thrust main bearing
21 6333 Crankshaft main bearing
22 6B316 Crankshaft key
23 Crankshaft sprocket
(part of 6303)
24 6316 Crankshaft vibration damper
25 6332 Washer, crankshaft vibration damper
26 6A340 Crankshaft pulley bolt
27 6310 Crankshaft damper wear ring
28 6303 Crankshaft

Engine Identification
Vehicle identification, the location of the vehicle rating and data plates, and engine code information
is fully covered in Section 100-01. For specific and exact engine identification, an engine calibration
code label is affixed to the B-pillar. Refer to the following illustration for examples of engine
identification labeling.
Engine Labels

Item
Part
Number Description
1 Engine code label
(part of 6007)
(part of 6007)
3 Stamped serial number (on crankcase) (part of
6007)
4 Oil change label
(part of 6007)
5 Emission label
(part of 6007)
(part of 6007)
Calibration Code Label

Lubrication System Low-Pressure
Low-Pressure Oil
Flow
3 Short circuit valve ball cap
(part of 6658)
4 O-ring seal (part of 6658)
5 Spring (part of 6658)
6 Check ball (part of 6658)
7 Valve lifter oil galleries
(part of 6010)
9 Turbocharger oil return gallery (part of 6010)
10 Turbocharger oil supply gallery (part of 6010)
11 Pressure relief/regulator valve (part of 9155)
12 Oil filter bypass drain
(part of 6881)
13 Main oil gallery
(part of 6010)
14 6A642 Oil cooler
15 6881 Oil cooler header
The lubrication system is comprised of a low-pressure system and a high-pressure system. The low-
pressure system provides primary engine lubrication while the high-pressure system provides the
hydraulic pressure required to actuate the fuel injectors.
The gerotor oil pump draws oil from the engine oil pan (6675) through the oil pump screen cover
and tube (6622) into the oil inlet passage in the front cover. The gerotor oil pump then pumps the oil
back out through the outlet passage in the front cover. The oil separates into two paths.
One flow path sends oil into the high-pressure pump reservoir possibly through the short circuit
valve during cold start. One feed leaves the short circuit valve and enters the front cover. From there
it enters the high-pressure oil reservoir. The second feed exits the short circuit valve and enters the
left bank valve lifter oil gallery.
After leaving the front cover outlet passage, the second oil path sends the oil through the oil cooler.
Once inside the rear oil cooler housing, the pressure relief/regulator valve may open to vent excess
pressure and oil back into the oil pan. After the oil has been circulated through the oil filter, the oil
feed then enters the main oil gallery (integral to the cylinder block). Once in the main oil gallery, the
oil is routed to the five crankshaft main bearings (6333) through five drilled and machined feed
galleries (integral to the cylinder block). The five camshaft bearings receive the oil feed through five
vertically drilled and machined feed galleries connected to the main bearing feed galleries. The front
main bearing feed gallery also supplies oil to the right bank valve lifter oil gallery through a
vertically drilled and machined oil feed gallery (integral to the cylinder block). The rear main
bearing oil feed gallery also supplies oil to the turbocharger assembly through a vertically drilled and
machined oil feed gallery (integral to the cylinder block).
Pressurized oil entering the turbocharger assembly is utilized to actuate the exhaust back-pressure
warm-up system. The exhaust back pressure regulator controls the oil leaving the turbocharger to
actuate the back pressure device during cold ambient temperatures. The oil drains back through the
turbocharger mounting pedestal and back into the oil pan. The valve lifter oil gallery supplies
pressurized oil to the valve tappets and to the piston cooling oil jets. Oil from the valve tappets is
routed upward to the cylinder head valve train through hollow push rods (6565). Once in the
cylinder head, the oil drains back to the oil pan through return ports at each end of the cylinder head.

Lubrication System High-Pressure
High-Pressure Oil Flow

1 9278 Oil pressure sensor
2 6600 High-pressure oil pump
4 9A332 High-pressure oil feed hoses
5 High-pressure oil rail
(part of 6049)
6 Injector oil feed galleries
(part of 6049)
7 9F593 Fuel injectors (8 req'd)
8 9F838 Injection control pressure (ICP) sensor
9 7A139 Injection pressure regulator (IPR) valve
During cold start, the high-pressure oil pump (6600) receives oil from the left side valve lifter oil
gallery possibly through the short circuit valve. Once the engine starts or during warm engine starts,
the short circuit valve closes and the high-pressure oil pump receives filtered oil from the high-
pressure oil pump reservoir. The high-pressure oil pump pumps the oil under extremely high
pressures (2,758-20,577 kPa [400-3,000 psi]) through the left and right side high-pressure supply
hoses to the high-pressure oil rails (integral to the cylinder heads). Once in the oil rail, the oil is fed
to the fuel injector bores through four oil feed galleries drilled and machined in the cylinder head.
The high-pressure oil then actuates the fuel injectors. The IPR valve controls and maintains the high-
pressure oil. The PCM uses the information from ICP sensor to adjust the pressure in the system.

IN-VEHICLE REPAIR Procedure revision date: 01/26/2000

Oil Cooler
Removal
1. Drain the radiator. For additional information, refer to Section 303-03.
2. Raise and support the vehicle. For additional information, refer to Section 100-02.
3. Remove the oil filter.
4. Disconnect the block heater.
1. Disconnect the retainer.
2. Disconnect the cable.

5. Remove the two bolts from the oil cooler front header.

6. Remove the three bolts from the oil cooler rear header.

7. Remove the oil cooler.
8. Remove the oil cooler front and rear header gaskets from the engine.
9. Clean the gasket mating surface on the engine and the oil cooler.
Installation
1. Position the oil cooler in the vehicle.
2. Install the oil cooler front header.
1. Position the front header gasket; then place the front header against the engine.
2. Install the front header mounting bolts. Do not tighten the bolts at this time.

3. Install the oil cooler rear header.
1. Position the rear header gasket, then place the rear header against the engine.
2. Install the rear header mounting bolts.

4. Tighten the oil cooler front header bolt.

5. Connect the block heater.

6. Install the oil filter.
7. Lower the vehicle. For additional information, refer to Section 100-02.
8. Fill the radiator. For additional information, refer to Section 303-03.
9. Start the engine and check for leaks.

1999 F-Super Duty 250-550 Workshop
Manual
DISASSEMBLY AND ASSEMBLY OF
SUBASSEMBLIES
Procedure revision date: 01/26/2000

Oil Cooler
Disassembly
1. Gently rap on the front header to loosen up the O-ring. Twist the front header while pulling
on it until the header comes free from the oil cooler housing.

2. Gently rap on the rear header to loosen up the O-rings. Twist the rear header while pulling on
it until the header comes free from the oil cooler housing.

3. Remove the four O-rings from the oil cooler housing. Discard the O-rings.
Assembly
1. NOTE: Install new O-rings on the oil cooler housing.
Follow the disassembly procedure in reverse order.


Crankshaft Rear Oil Seal

Special Tool(s)

Driver Handle
205-153 (T80T-4000-W)

Rear Crank Service Set
303-474 (T94T-6701-AH)

Remover and Replacer Tube
308-052 (T77J -7025-B)

Forcing Screw
308-092 (T84T-7025-B)
Removal
1. Remove the transmission. For additional information, refer to Section 307-01 for automatic
transmission, or Section 308-03B for manual transmission.
2. Remove the bolts, spacers and flexplate (for automatic transmission) or flywheel (for manual
transmission).

3. NOTE: Use extreme care when removing the flywheel front adapter to prevent damage to
the alignment dowel pins.
Remove the flywheel front adapter.
4. Remove the crankshaft rear oil seal retaining bolts and the crankshaft rear oil seal.

5. Inspect the crankshaft rear oil seal, wear sleeve and alignment dowel pins for damage. Install
new components as necessary.
6. If equipped with a crankshaft wear sleeve, use the special tools to remove the crankshaft rear
wear sleeve.

Installation
1. NOTE: The crankshaft rear oil seal and wear sleeve are installed as an assembly.
Apply RTV Silicone Sealant F5TZ-19G204-AB, or equivalent meeting Ford specification
NAVSTR SLR to the rear oil seal retaining ring and the crankshaft rear oil seal retaining
bolts.
2. Using the special tools, install the crankshaft rear oil seal.

3. Install the flexplate (for automatic transmission), flywheel (for manual transmission), spacers
and bolts.

4. Install the transmission. For additional information, refer to Section 307-01 for automatic
transmission, or Section 308-03B for manual transmission.


Oil Pump

Special Tool(s)

Crankshaft Damper Tool
303-144 (T79T-6316-A)

Damper Service Set
303-S479 (T94T-6379-AH)

Front Crankshaft Seal Replacer
303-484 (T94T-6700-AH)

Impact Hammer
307-005 (T59L-100-B)

Lube Tube Remover
307-160 (T86P-70001-A)
Removal
1. Remove the crankshaft vibration damper. For additional information, refer to Crankshaft
Vibration Damper in this section.
2. Remove the bolts and the oil pump body plate (6616). Remove and discard the O-ring seal.

3. Remove the outer and inner gerotors.

4. Refer to General Procedures in this section for pump component inspection.
Installation
1. CAUTION: The inner gerotor must be installed with the words "OUT" or
"DAMPER" facing away from the engine.
NOTE: The inner gerotor must be installed onto the crankshaft nose before the oil pump is
installed onto the engine front cover.
Install the inner gerotor.

2. CAUTION: The outer gerotor must be installed with the words "OUT" or
"DAMPER" facing away from the engine.
Lubricate the oil pump with clean engine oil. Position the outer gerotor in the oil pump body
plate. Install a new O-ring seal. Position the oil pump body plate and outer gerotor on the
crankshaft nose. Install the bolts.

3. Using the special tools, carefully remove and discard the crankshaft front seal.

4. Thoroughly clean the crankshaft front seal mounting surface.
5. Coat the lip of the oil seal with Multi-Purpose Grease D0AZ-19584-AA or equivalent
meeting Ford specification ESB-M1C93-B. Apply a coating of sealant on the outside surface
of the seal.
6. NOTE: If necessary, rotate special tool 303-484 (T94T-6700-AH) to align it with the
crankshaft key.
Position the crankshaft front oil seal. Install the special tools.

7. Using the special tools, install the new crankshaft front oil seal until it is fully seated.

8. Restore the vehicle to operating condition.
1. Install the crankshaft vibration damper. For additional information, refer to
Crankshaft Vibration Damper in this section.
2. Install a new engine oil filter.
3. Fill the engine with the correct amount and type of engine oil.
4. Start the vehicle and check for leaks. Repair as necessary.

REMOVAL Procedure revision date: 01/26/2000

Engine

Special Tool(s)

Diesel Engine Lifting Bracket
(D83T-6000-B) 303-D043

Engine Mounting Bracket
(D94T-6000-A) 303-D097

Fuel Line Tool
(T90T-9550-S) 310-5039

Fuel/Oil/Turbo Protector Cap
Set
(T94T-9395-AH) 303-493

Heavy Duty Floor Crane
014-00071

Lifting Eye
(D94T-6000-C) 303-D099
Removal
1. Disconnect both battery ground cables; for additional information, refer to Section 414-01.
2. NOTE: On vehicles equipped with manual transmissions, the transmission must be removed
before the engine can be removed.
Remove the transmission; for additional information, refer to Section 308-03B.
3. Remove the air inlet duct; for additional information, refer to Section 303-12.
4. Remove the turbocharger; for additional information, refer to Section 303-04D.
5. Remove the radiator; for additional information, refer to Section 303-03.
6. Remove the charge air cooler; for additional information, refer to Section 303-12.
7. Remove the A/C condenser assembly, if so equipped; for additional information, refer to
Section 412-03.
8. Remove the parking lamp and the headlamp assemblies; for additional information, refer to
Section 417-01.
9. Remove the radiator grille, the radiator grille opening panel, and the upper and lower radiator
core supports; for additional information, refer to Section 501-02.
10. Remove the front bumper.
11. Remove the accessory drive belt; for additional information, refer to Section 303-05.
12. Disconnect the generator electrical connectors.

13. Disconnect the manifold absolute pressure (MAP) sensor hose from the turbocharger
compressor manifold.

14. Remove the compressor manifold.
1. Loosen the clamps.

15. NOTE: Steps 15 and 16 apply only to vehicles equipped with a dual generator system.
Disconnect the lower generator electrical connectors.

16. Remove the engine ground cable from the right side of the engine block.
1. Remove the nut.
2. Remove the starter wire retaining bracket.
3. Remove the engine ground cable.

17. Disconnect the electrical connector from the A/C compressor, if so equipped.

18. Disconnect the air conditioning manifold lines from the A/C compressor, if so equipped.

19. Disconnect the power steering lines.

20. NOTE: Step 20 applies only to vehicles equipped with a single generator.
Remove the ground cable from the right side of the engine block.
1. Remove the stud bolt.
2. Remove the ground cable.

21. Disconnect the engine control sensor wiring.

22. Disconnect the ground strap.

23. Disconnect the heater return hose.

24. Disconnect the heater supply hose.

25. Using the Fuel Line Tool, disconnect the fuel lines.

26. NOTE: Step 26 applies only to vehicles equipped with automatic transmissions.
Remove the transmission sensor harness retaining bolt and the harness.
27. NOTE: The fuel line retaining bolt must be removed before the engine lift adapters can be
installed.
Remove the fuel line retaining bolt.

28. Install the two engine lift adapters.

29. Install the engine Lifting Eye on the right side cylinder head, if required.
30. Raise and support the vehicle; for additional information, refer to Section 100-02.
31. Remove the starter motor; for additional information, refer to Section 303-06B.
32. Remove the engine mount nuts.

33. NOTE: Steps 33 and 34 apply only to vehicles equipped with automatic transmissions.
Remove the flywheel housing cover.

34. Remove the torque converter-to-flywheel retaining nuts.

35. Remove the oil filter.
36. Disconnect the block heater.

37. NOTE: Steps 37 through 40 apply only to vehicles equipped with automatic transmissions.
Remove the transmission-to-engine bolts.

38. Lower the vehicle.
39. Position a suitable jack under the transmission.
40. Remove the transmission fill tube.
41. Install the Heavy Duty Floor Crane and Diesel Engine Lifting Bracket on the engine.
42. Raise the engine high enough to clear the No. 1 cross member and pull the engine forward.

43. Remove the engine lifting equipment from the engine.
44. Remove the flywheel.
45. Mount the engine on a work stand, using the Engine Mounting Brackets.

DISASSEMBLY Procedure revision date: 08/15/2002


Special Tool(s)

Cylinder Head Lifting Tool
(D94T-6000-B) 303-D098

Damper Remover/Replacer Tool
(T83T-6316-A) 303-S215

014-00071

High Pressure Line Disconnect
Tool
303-625

Injector Remover/Replacer Set
(T94T-9000-AH) 303-S490

Oil Suction Gun
(D94T-9000-A) 303-D104

Service Set, Crankshaft Rear Oil
Seal
303-S485 (T94T-6701-H)

Remover/Replacer Tube
308-052 (T77J -7025-B)

Forcing Screw
308-092 (T84T-7025-B)

303-D097 (D94T-6000-A)
All vehicles
1. Index-mark the clutch pressure plate (7563) and the flywheel (6375), if reinstalling these
parts.

2. Remove the bolts, the clutch pressure plate and the clutch disc (7550).

3. Remove the flywheel.
1. Remove the bolts. Install the guide studs.
2. Remove the bolts.
3. Remove the reinforcing ring (7.3L) and flywheel, and the ring gear assembly.
4. Remove the guide studs.

Vehicles equipped with automatic transmission
4. Remove the bolts, spacers and flexplate.

5. NOTE: Use extreme care when removing the flywheel front adapter to prevent damage to
the alignment dowel pins.
Remove the flywheel front adapter.
All vehicles
6. Remove the crankshaft rear oil seal retaining bolts and the crankshaft rear oil seal.

7. Inspect the crankshaft rear seal, wear sleeve and alignment dowel pins for damage. Install
new components as necessary.
8. If equipped with a crankshaft wear sleeve, use the special tools to remove the crankshaft
wear sleeve.

9. Remove the engine adapter plate.
1. Remove the retainer.
2. Remove the adapter plate.

10. Mount the engine on a work stand using the engine mounting brackets.

Vehicles with air conditioning
11. Remove the A/C compressor mounting bracket.
1. Remove the mounting bolts.
2. Remove the mounting bracket.

12. Remove the exhaust adapter pipes.
1. Remove the four mounting bolts and nuts.
2. Remove the exhaust adapter pipes.

13. Disconnect the fuel injector/glow plug nine pin connectors.
1. Disconnect the retaining clip.
2. Disconnect the nine pin connector.

14. Disconnect the exhaust back pressure solenoid electrical connector.

15. Disconnect the fuel heater/water sensor electrical connector.

16. Disconnect the injection pressure regulator electrical connector.

17. Disconnect the injection oil pressure sensor electrical connector.

18. Disconnect the engine oil temperature sensor electrical connector.

19. Disconnect the engine oil pressure sensor electrical connector.

20. Disconnect the exhaust back pressure sensor and engine coolant temperature (ECT) sensor
electrical connector.

21. Disconnect the camshaft position (CMP) sensor electrical connector.

22. If equipped, remove the cover. Label and disconnect the electrical leads. Remove the two
nuts and the glow plug relay/intake air heater relay and bracket as an assembly.

23. Remove the engine electrical harness.
1. Disconnect the pushpin retainer.
2. Remove the engine harness.

24. Remove the turbocharger pedestal.
2. Remove the pedestal.

25. Remove and discard the two O-ring seals.

26. Remove the air inlet duct tube mounting bracket.
1. Remove the nuts.
2. Remove the bracket.

27. Remove the oil level indicator tube.
1. Remove the nut.
2. Pull upward and remove the oil level indicator tube.

28. NOTE: Both the left side and the right side valve covers are removed the same way. Only
the right side valve cover is shown.
Remove the valve covers.
1. Remove the mounting bolts.
2. Remove the valve cover.

29. NOTE: Both the left side and the right side valve cover gaskets are removed the same way.
Only the right side valve cover gasket is shown.
Remove the valve cover gaskets.
1. Disconnect the four fuel injector electrical connectors.
2. Disconnect the four glow plug electrical connectors.
3. Remove the valve cover gasket.

30. Using the special tool, remove the two high pressure oil hoses.

31. Drain the fuel galleries in the cylinder heads.
Loosen the fuel gallery plug and drain the fuel.
After the fuel has drained, tighten the fuel gallery plug.

32. Drain the cylinder head oil galleries.
Remove the two oil gallery plugs.
After the oil has drained, tighten the oil gallery plugs.

33. Remove the rocker arms.
2. Remove the rocker arms and the push rods.

34. Remove the oil deflectors.
1. Remove the bolt.
2. Remove the oil deflector.

35. Remove the four fuel injector hold-down mounting bolts.

36. Using the special tool, remove the four fuel injectors.

37. Remove the two fuel tubes from the cylinder heads.

38. Remove the fuel tube and clamp.
1. Remove the nut.
2. Remove the fuel line and clamp from the stud bolt.

39. Disconnect the exhaust back pressure tube.

40. Remove the fuel injector hold-down bolts.

41. Remove the glow plugs.

42. Remove the 18 cylinder head bolts.

43. Remove the cylinder heads.
1. Position the special tool.
2. Install the four bolts.
3. Attach the special tool and remove the cylinder head.

44. Remove the oil cooler.
2. Remove the oil cooler and the gaskets.

45. Remove the bolt from the fuel drain tube retainer clamp.

46. Remove the fuel filter/water separator assembly.
2. Remove the fuel filter/water separator assembly.

47. Remove the plug and, using special tool 303-D104 (D94T-9000-A), draw the oil from the
reservoir.

48. Remove the bolts and the access cover.

49. Remove the high pressure oil pump drive gear retaining bolt and washer.

50. Remove the high pressure oil pump.
2. Remove the high pressure oil pump and the gasket.

51. Remove the high pressure oil pump reservoir.
2. Remove the reservoir and the gasket. Remove the high pressure oil pump drive gear.

52. Remove the exhaust back pressure sensor and tube.
1. Remove the nut.
2. Remove the sensor and tube.

53. Remove the camshaft position (CMP) sensor.
1. Remove the bolt.
2. Remove the camshaft position (CMP) sensor retainer clamp.
3. Remove the camshaft position (CMP) sensor.

54. Remove the bolt. Using the special tool, remove the crankshaft vibration damper.

55. Remove the oil pump.
2. Remove the oil pump housing and the O-ring seal.

56. Remove the inner gerotor gear.

57. Remove the engine mounts.
1. Remove the three bolts.
2. Remove the mounts.

58. Drain the engine oil pan.
59. Remove the oil pan bolts.

60. Remove the oil pan.
1. Cut the oil pan sealant all the way around the oil pan.
2. Carefully pry the oil pan up and away from the engine block.

61. Remove the oil pickup tube.
1. Remove the nut.
2. Remove the two bolts.
3. Remove the pickup tube and gasket.

62. Remove the four bolts and the water pump pulley.

63. Remove the six bolts and the water pump.

64. Clean the water pump gasket surfaces.
65. Remove the bolts, the engine front cover and gasket.

66. CAUTION: Do not bend the engine rear cover. If the rear cover is bent, it will not
reseal causing engine oil leaks.
Remove the engine rear cover.
2. Using a putty knife, carefully cut the sealant between the engine rear cover and the
engine. Remove the cover.

67. NOTE: All sixteen lifters are removed the same way. Only two lifters are shown.
Remove the lifters.
1. Remove the bolt.
2. Remove the lifter retainer.
3. Remove the lifters.

68. Remove the camshaft.
1. Remove the two retainer bolts.
2. Remove the camshaft and the drive gear.

69. Remove the carbon ridge from the top of the cylinder bores.
70. NOTE: Mark and record all eight piston rods to make sure that they are installed into their
correct cylinder bores during assembly.
NOTE: All eight pistons and rod assemblies are removed the same way. Only one piston and
rod assembly is shown.
Remove the piston and rod assemblies.
1. Remove the nuts.
2. Remove the rod cap and bearing half.
3. Install the rod bolt protector sleeves.
4. Push the rod and piston assembly down and out of the engine block.

71. Remove the crankshaft.
2. Remove the main bearing caps and the bearing halfs.
3. Using a suitable sling and special tool 014-00071, remove the crankshaft.

72. NOTE: All eight piston oil cooling jets are removed the same way. Only one jet is shown.
Remove the piston oil cooling jets.
1. Remove the bolt.
2. Remove the cooling jet.

73. Remove the anti-drainback check ball retainer cap.

74. Remove the spring.

75. Remove the anti-drainback check ball.

ASSEMBLY Procedure revision date: 08/15/2002


Special Tool(s)

Cylinder Head Lifting Tool
(D94T-6000-B) 303-D098

Damper Remover/Replacer Tool
(T83T-6316-A) 303-S215

Dial Indicator with Bracketry
100-002 (D78P-4201-B) or
Equivalent

Fuel Injector Installer Tool
303-492 (T94T-9000-A)

014-00071

Piston Ring Compressor
(D81L-6002-C) 303-D032

Plastigage
(D81L-6002-B) 303-D031

303-D097 (D94T-6000-A)

Driver Handle
205-153 (T80T-4000-W)

Service Set, Crankshaft Rear Oil
Seal
303-S485 (T94T-6701-AH)

Remover/Replacer Tube
308-052 (T77J -7025-B)

Forcing Screw
308-092 (T84T-7025-B)

Clutch Aligner (6-Speed)
308-421
All vehicles
1. Install the anti-drainback check ball.

2. Install the spring.

3. Install the anti-drainback check ball retainer cap.

4. NOTE: All eight piston oil cooling jets are installed the same way. Only one jet is shown.
Install the piston oil cooling jets.
1. Install the cooling jet.
2. Install the bolts.

5. Install the upper halves of the main bearing into the bearing bores.
Coat the main bearing halves with Ford Engine Assembly Lubricant D9AZ-19579-D
or equivalent meeting Ford specification ESR-M99C80-A after installing them into
the bearing bores.

6. Install the crankshaft into the cylinder block.

7. NOTE: Do not turn the crankshaft while performing the main bearing clearance check.
Install the special tool 303-D031 (D81L-6002-B).
1. Install the lower main bearing halves into the main bearing caps.
2. Place a piece of special tool in the center of each main bearing journal on the
crankshaft, and install the main bearing caps.
3. Tighten the main bearing cap bolts to specification.
8. Remove the main bearing caps and measure the clearance.
Install a new main bearing if not within specification.

9. Install the main bearing caps.
1. Coat the main bearing halves with Ford Engine Assembly Lubricant D9AZ-19579-D
or equivalent meeting Ford specification ESR-M99C80-A. Position the main bearing
caps.

10. Tighten the main bearing cap bolts in the sequence shown in two stages.
Stage 1: Tighten the bolts to 102 Nm (76 lb-ft).
Stage 2: Tighten the bolts to 129 Nm (96 lb-ft).

11. Using the special tool, measure the crankshaft end play by prying the crankshaft forward and
back.

12. Install new piston rings.
The intermediate compression ring is identified with two indentation marks and a
square profile.
The top compression ring is identified with one indentation mark and has a 15-degree
keystone profile.

13. NOTE: All eight piston and connecting rods are installed into the cylinder block the same
way. Only one piston and connecting rod is shown.
Install the piston and rod assemblies.
1. Using the special tool, insert the piston into the Piston Ring Compressor. Position the
piston, connecting rod and Piston Ring Compressor into the correct cylinder bore.
2. Coat the inside diameter of the ring compressor with clean engine oil. Using a wood
or plastic hammer handle, push the connecting rod and piston assembly down into the
cylinder bore.

14. NOTE: Do not turn the crankshaft while performing the rod bearing clearance check.
NOTE: All eight rod bearings are checked the same way. Only one rod bearing is shown.
Check the rod bearing clearance.
1. Insert the upper rod bearing half into the connecting rod. Install the lower rod bearing
half into the rod cap.
2. Place a piece of special tool 303-D031 (D81L-6002-B) in the center of the rod
bearing journal on the crankshaft. Install the connecting rod cap and nuts.

15. Remove the rod bearing cap and measure the clearance. Install a new rod bearing if not
within specification.

16. NOTE: All eight connecting rod caps are installed the same way. Only one rod cap is shown.
Install the connecting rod cap.
1. Coat the connecting rod bearing half with Ford Engine Assembly Lubricant D9AZ-
19579-D or equivalent meeting Ford specification ESR-M99C80-A. Position the
connecting rod cap onto the connecting rod and seat the cap onto the crankshaft
journal.
2. Install the nuts. Tighten the nuts in two stages.
Stage 1: Tighten the nuts to 71 Nm (53 lb-ft).
Stage 2: Tighten the nuts to 108 Nm (80 lb-ft).

17. Using a feeler gage, measure connecting rod to crankshaft assembled side clearance.

18. NOTE: Thoroughly coat the camshaft bearing journals with Ford Engine Assembly
Lubricant D9AZ-19579-D or equivalent meeting Ford specification ESR-M99C80-A before
installing the camshaft into the engine block.
Install the camshaft.
1. Gently insert the camshaft into the engine block.
2. NOTE: It may be necessary to rotate the camshaft during installation to aid in
inserting the camshaft through the camshaft bearings.
Before seating the camshaft drive gear with the crankshaft driven gear, rotate the
crankshaft driven gear until the timing mark is in the 12 O'clock position. Align the
timing mark on the camshaft drive gear with the timing mark on the crankshaft driven
gear. Seat the camshaft drive gear with the crankshaft driven gear.
3. Install the two camshaft retaining bolts.

19. NOTE: All sixteen lifters are installed the same way. Only two lifters are shown.
NOTE: Before installing the lifters into the lifter bores, thoroughly coat the lifters using Ford
Engine Assembly Lubricant D9AZ-19579-D or equivalent meeting Ford specification ESR-
M99C80-A.
Install the lifters.
1. Insert the lifters into the lifter bores.
2. Install the retainer plate.
3. Install the retaining bolt.

20. CAUTION: Use caution when installing the engine rear cover. If the cover is bent,
engine oil leaks will occur.
CAUTION: Use care not to use too much RTV sealant on the engine rear cover.
Too much sealant can cause engine oil contamination and engine failure.
NOTE: The engine rear cover must be installed within three minutes after applying the RTV
sealant to it. If the cover is not installed within three minutes, the RTV sealant must be
removed and a new bead of RTV sealant must be applied.
Install the engine rear cover.
1. Apply a bead of RTV Silicone Sealant F5TZ-19G204-AB or equivalent meeting
Navistar specification D15-5012 Type 2. Position the engine rear cover and install the
bolts finger tight.
2. Tighten the bolts.

21. NOTE: The engine front cover must be installed within three minutes after applying the
RTV sealant to it. If the cover is not installed within three minutes, the RTV sealant must be
removed and a new bead of RTV sealant must be applied.
Install the engine front cover gasket.
1. Apply the RTV Silicone Sealant F5TZ-19G204-AB or equivalent meeting Navistar
specification D15-5012 Type 2, to the engine front cover.
2. Install the engine front cover gaskets.

22. Install the engine front cover.
1. Position the engine front cover onto the engine block.

23. Install a new seal.

24. Install the water pump and bolts as noted during removal. Tighten the water pump and the
front cover bolts.

25. Install the water pump pulley.

26. Install the oil pickup tube gasket.

27. Install the oil pickup tube.
1. Position the oil pickup tube and install the bolts.
2. Install the nut.

28. NOTE: The oil pan must be installed within three minutes after applying the RTV sealant. If
the oil pan is not installed within three minutes, the RTV sealant must be removed and a new
bead of RTV sealant must be applied.
NOTE: A larger amount of RTV Silicone Sealant will be required on the front and rear areas
of the oil pan.
Apply RTV Silicone Sealant F5TZ-19G204-AB or equivalent meeting Ford specification
NAVSTR SLR, to the oil pan.
1. Apply a bead of sealant.
2. Apply a bead of sealant.

29. Install the oil pan.
1. Position the oil pan.
2. Install the oil pan bolts.

30. NOTE: Both the left and the right engine mounts are installed the same way. Only the left
side is shown.
Install the engine mounts.
1. Position the engine mounts.
2. Install the three bolts.

31. CAUTION: The inner gerotor must be installed with the words "Out" or
"Damper" facing away from the engine.
NOTE: The outer gerotor gear must be installed into the oil pump housing before the oil
pump is installed onto the engine front cover.
Install the oil pump inner gerotor.

32. Install the oil pump.
1. Lubricate the oil pump with clean engine oil. With a new O-ring, position the oil
pump housing with the outer gerotors onto the engine front cover.
2. Install the four bolts.

33. Install the crankshaft vibration damper.
1. Using a Damper Remover/Replacer Tool, install the vibration damper onto the
crankshaft.
2. Install the vibration damper bolt and washer.
Apply RTV Silicone Sealant, F5TZ-19G204-AB or equivalent meeting Ford
specification NAVSTR SLR to the washer.

34. Install the camshaft position (CMP) sensor.
1. Install the sensor into the engine front cover.
2. Install the sensor retaining bracket.
3. Install the bolt.

35. Install the exhaust back pressure sensor and tube.
1. Position the sensor and tube.
2. Install the nut.

36. Install the high pressure oil pump.
1. With a new gasket, position the high pressure oil pump.

37. CAUTION: Make sure that the drive gear is fully seated on the high-pressure oil
pump before installing the bolt and washer. Otherwise, the drive gear may not seat
correctly, causing binding or slippage resulting in a no oil flow condition.
Install the high pressure oil pump drive gear.
Position the drive gear onto the high pressure oil pump. Install the bolt and washer.

38. Check the high pressure oil pump drive gear backlash.
1. Position the special tool onto the drive gear.
2. Rock the drive gear and record the reading.
Install a new drive gear if not within specification.

39. Install the gasket onto the engine front cover.

40. Install the high pressure oil pump reservoir.
1. Position the reservoir onto the engine front cover.

41. Install the access cover and bolts.
Apply RTV Silicone Sealant F5TZ-19G204-AB or equivalent meeting Ford
specification NAVSTR SLR, to the access cover.

42. Install the fuel filter/water separator assembly.
1. Position the fuel filter/water separator assembly.

43. Position the fuel drain tube and install the bolt.

44. Install the engine oil cooler.
1. Position the two header gaskets and the oil cooler.
2. Install the five bolts.

45. Position the cylinder head gaskets onto the engine block.

46. NOTE: Both the left side and right side heads are installed in the same way. Only the right
side cylinder head is shown.
Using the special tools, install the cylinder head.

47. CAUTION: Do not use too much engine oil on the threads of the cylinder head
bolts, or damage to the threads and poor sealing can result. Do not use anti-seize
compounds, grease or any other lubricants except engine oil on the cylinder head bolt
threads because they will affect the true torque value reading of the bolts.
Install the 18 cylinder head bolts.
Lightly lubricate the cylinder head bolt threads and flanges with clean engine oil.
Tighten the bolts in the sequence shown in three stages.
Stage 1: Using the first sequence, tighten the bolts to 88 Nm (65 lb-ft).
Stage 2: Using the first sequence, tighten the bolts to 115 Nm (85 lb-ft).
Stage 3: Using the second sequence, tighten the bolts to 129 Nm (95 lb-ft).

48. NOTE: Make sure the bolt holes are clean of oil prior to bolt installation.
Install the fuel injector hold-down shoulder bolts.

49. Connect the exhaust back pressure tube.

50. Install the fuel tube.
1. Position the fuel tube clamp onto the right hand cylinder head stud bolt.
2. Install the nut.

51. Install the fuel supply tubes onto the cylinder heads.

52. Install the glow plugs.

53. Install new O-ring seals and new copper gaskets on the fuel injectors. Lubricate fuel
injectors, O-ring seals and copper gaskets with clean engine oil.
54. NOTE: All eight fuel injectors are installed the same way. Only one fuel injector is shown.
NOTE: Thoroughly coat the fuel injector O-ring seal with clean engine oil to aid in
installation.
Install the fuel injector.
1. Insert the fuel injector into the cylinder head fuel injector bore.
2. Using the special tool, seat the fuel injector into the cylinder head fuel injector bore.

55. NOTE: Make sure the bolt holes are clean of oil prior to bolt installation.
Install the fuel injector hold-down bolts.

56. NOTE: All eight oil deflectors are installed the same way. Only one oil deflector is shown.
Install the oil deflector.
1. Position the oil deflector.
2. Install the bolt.

57. CAUTION: Make sure to follow the next step of this procedure to prevent bent
valves.
Rotate the engine until the mark on the crankshaft damper is at 11 o'clock, to prevent damage
when installing the intake rocker arm and exhaust rocker arm.
58. NOTE: All 16 push rods and rocker arms are installed the same way. Only one push rod and
rocker arm is shown.
NOTE: Install the push rods with the copper end up.
Install the rocker arms.
1. Apply clean engine oil to the push rod, and insert the push rod, with the copper end
up, into the engine. Make sure the push rod seats onto the lifter.
2. Position the rocker arm onto the cylinder head.

59. Install the high pressure oil hoses.
Pull on the high pressure oil hoses to make sure the fitting is correctly connected.

60. NOTE: Both the left side and the right side valve cover gaskets are installed the same way.
Only the right side gasket is shown.
Install the valve cover gasket.
1. Position the gasket onto the cylinder head.
2. Install the four glow plug electrical leads.
3. Install the four fuel injector electrical connectors.

61. NOTE: Both the left side and the right side valve covers are installed the same way. Only
the right side valve cover is shown.
Install the valve cover.
1. Position the valve cover onto the cylinder head.

62. Install the oil level indicator tube.
1. Position the indicator tube into the oil pan.
2. Position the indicator tube retainer into the stud bolt.
3. Install the nut.

63. Install the air inlet duct tube mounting bracket.
64. Install two new O-ring seals onto the engine.

65. Install the turbocharger pedestal.
1. Position the turbocharger pedestal.

66. Position the engine harness onto the engine.
67. Connect the camshaft position (CMP) sensor electrical connector.

68. Position the engine harness and attach the pushpin retainer.

69. Install the glow plug relay/intake air heater relay and bracket assembly and two nuts.
Connect the electrical leads.
If equipped, install the cover.

70. Connect the exhaust back pressure sensor and engine coolant temperature (ECT) sensor
electrical connectors.

71. Connect the engine oil pressure sensor electrical connector.

72. Connect the engine oil temperature sensor electrical connector.

73. Connect the injection oil pressure sensor electrical connector.

74. Connect the injection pressure regulator (IPR) electrical connector.

75. Connect the fuel heater/water separator electrical connector.

76. Connect the exhaust back pressure solenoid electrical connector.

77. NOTE: Both the left side and the right side nine pin connectors are installed the same way.
Only the right side is shown.
Connect the fuel injector/glow plug nine pin connector, engage the retaining clip.

78. Install the exhaust adapter pipes.
1. Position the pipes.
2. Install the four mounting bolts and nuts.

Vehicles with air conditioning
79. Install the A/C compressor mounting bracket and the mounting bolts.

80. Remove the engine from the work stand and remove the engine mounting bracket.

81. Install the engine adapter plate.
1. Install the adapter plate.
2. Install the retainer.

82. NOTE: The crankshaft rear oil seal and wear sleeve are installed as an assembly.
Apply RTV Silicone Sealant F5TZ-19G204-AB, or equivalent meeting Ford specification
NAVSTR SLR to the rear oil seal retaining ring and the crankshaft rear oil seal.
83. Using the special tool, install the crankshaft rear oil seal.

Vehicles with automatic transmission
84. Install the flexplate, spacers and bolts.

Vehicles with manual transmission
85. Install the flywheel.
1. Install the guide studs.
2. Install the flywheel and ring gear assembly, and the reinforcing ring (7.3L).
4. Remove the guide studs. Install and tighten the bolts to specification.

86. CAUTION: Sometimes, when removing the transmission, the input shaft will
remove a considerable amount of lubricant from the transmission input shaft pilot
bearing.
Lubricate the transmission input shaft pilot bearing, as necessary.
Use High-Temperature 4x4 Front Axle and Wheel Bearing Grease E8TZ-19590-A or
equivalent meeting Ford specification ESA-M1C198-A.
87. Position the clutch disc on the flywheel and the special tool in the pilot bearing to align the
clutch disc.
Use tool 308-421 for 6-speed applications.
The 7.3L engines accept a 1-3/8" input shaft.

88. NOTE: Align the index marks if installing the original clutch pressure plate and flywheel.
Install the clutch pressure plate.
1. Position the clutch pressure plate on the dowels.
The diesel engine flywheel has two dowels.
2. Using the special tool, align the clutch disc and the pressure plate.
3. Install the bolts and tighten in a star pattern sequence.
4. Remove the special tool.

INSTALLATION Procedure revision date: 01/26/2000

Engine

Special Tool(s)

Diesel Engine Lifting Bracket
(D83T-6000-B) 303-D043

(D94T-6000-A) 303-D097

Fuel/Oil/Turbo Protector Cap
Set
(T94T-9395-AH) 303-493

014-00071

Lifting Eye
(D94T-6000-C) 303-D099
Installation
1. Remove the engine from the work stand.
2. Install the Engine Lifting Bracket and the Heavy Duty Floor Crane.
3. Raise the engine high enough to clear the No. 1 cross member, then position the engine into
the vehicle.

4. NOTE: This step applies to vehicles equipped with automatic transmissions only.
Align the torque converter studs with the holes in the engine flywheel, then lower the engine
onto the engine mount towers.
5. NOTE: This step applies to vehicles equipped with manual transmissions only.
Lower the engine onto the engine mount towers.
6. Remove the Heavy Duty Floor Crane and the lifting fixture from the engine.
7. NOTE: This step applies only to vehicles equipped with automatic transmissions.
Position the transmission fill tube into the transmission.
Install the transmission-to-engine mounting bolts.

10. NOTE: Steps 10 and 11 apply to vehicles equipped with automatic transmissions only.
Install the torque converter-to-flywheel retaining nuts.

11. Install the flywheel housing cover.

12. Install the left and right side engine mount retaining nuts.

13. Connect the block heater.

14. Install the oil filter.
15. Install the starter motor; for additional information, refer to Section 303-06B.
17. Remove the engine lifting eye from the right side cylinder head, if required.
18. Remove the two engine lift adapters.

19. Position the fuel line and install the bolt.

Install the transmission sensor harness and the retaining bolt.
21. Connect the two fuel lines.

22. Connect the heater supply hose.

23. Connect the heater return hose.

24. Connect the ground strap.

25. Connect the engine control sensor wiring.

26. NOTE: This step applies to vehicles equipped with a single generator only.
Install the ground cable onto the right side of the engine block.
1. Position the ground cable.
2. Install the stud bolt.

27. Connect the power steering lines.

28. Connect the air conditioning manifold lines to the A/C compressor, if so equipped.

29. Connect the electrical connector to the A/C compressor, if so equipped.

30. NOTE: Steps 30 and 31 apply to vehicles equipped with dual generators only.
Install the engine ground cable onto the right side of the engine block.
1. Position the engine ground cable.
2. Position the starter wires and bracket.
3. Install the nut.

31. Connect the lower generator electrical connectors.

32. Connect the generator electrical connectors.

33. Install the compressor manifold.
1. Position the compressor manifold.
2. Position and tighten the clamps.

34. Install the manifold absolute pressure (MAP) sensor hose.

35. Install the accessory drive belt; for additional information, refer to Section 303-05.
36. Install the front bumper.
37. Install the upper and lower radiator core supports, radiator grille opening panel and the
radiator grille; for additional information, refer to Section 501-02.
38. Install the headlamp and the parking lamp assemblies; for additional information, refer to
Section 417-01.
39. Install the A/C condenser assembly; for additional information, refer to Section 412-03.
40. Install the charge air cooler; for additional information, refer to Section 303-12.
41. Install the radiator; for additional information, refer to Section 303-03.
42. Install the air inlet duct; for additional information, refer to Section 303-12.
43. NOTE: This step applies to vehicles equipped with manual transmissions only.
Install the transmission; for additional information, refer to Section 308-03B.
44. Check and fill the automatic transmission.
45. Connect both battery ground cables; for additional information, refer to Section 414-01.
46. Refill the power steering reservoir; for additional information, refer to Section 211-00.

Manual
DISASSEMBLY AND ASSEMBLY OF
SUBASSEMBLIES
Procedure revision date: 01/26/2000

Cylinder Head

Special Tool(s)

Valve Spring Compressor
(T94T-6513-AH) 303-483
Disassembly
1. Install the Valve Spring Compressor.

2. NOTE: If necessary, strike the valve stem end with a plastic-tipped hammer to loosen the
valve spring retainer keys.
Remove the valve spring retainer keys.
1. Compress the valve spring.
2. Remove the valve spring retainer keys.

3. Remove the valve spring rotator.
1. Remove the Valve Spring Compressor.
2. Remove the spring rotator.

4. Remove the valve spring.

5. Remove the valve.

6. Remove the valve stem seal.

Assembly
1. Follow the disassembly procedure in reverse order.

SECTION 303-03:
Engine Cooling

SPECIFICATIONS
DESCRIPTION AND OPERATION
Engine Cooling
DIAGNOSIS AND TESTING
Engine Cooling
Inspection and Verification
Symptom Chart
Pinpoint Tests
Pressure Test
Cap
ThermostatWater
ThermostatElectrical Test
ThermostatMechanical Test
Radiator Leak Test, Removed From the Vehicle
Fan Clutch Test
GENERAL PROCEDURES
Cooling System Inspection
Cooling System Draining, Filling and Bleeding
FlushingEngine and Radiator
BackflushingHeater Core
REMOVAL AND INSTALLATION
Block HeaterGasoline Engines
Block Heater7.3L Diesel Engine
Thermostat
Water PumpGasoline Engines
Water Pump7.3L Diesel Engine
RadiatorPickup Chassis
RadiatorMotorhome Chassis
FanBlade, Clutch and Shroud, Pickup Chassis
FanBlade, Clutch and Shroud, Motorhome Chassis
HoseUpper
HoseLower, Pickup Chassis
HoseLower, Motorhome Chassis
HoseConstant Tension Clamps
Degas BottlePickup Chassis
Degas BottleMotorhome Chassis
Sender UnitWater Temperature Indicator
SensorEngine Coolant Temperature (ECT)

SECTION 303-03: Engine Cooling 1999 F-Super Duty 250-550 Workshop Manual

Item Specification
Premium Cooling System Fluid (Canada Only)
E2FZ-19549-AA OR -B
CXC-8-B
ESE-M97B44-A
Premium Cooling System Fluid (Oregon Only)
F5FZ-19549-CC
ESE-M97B44-A
Premium Cooling System Fluid
E2FZ-19549-AA OR B
ESE-M97B44-A
Ford Extended Life Engine Coolant
F6AZ-19544-AA
Dex-CoolWSS-M97B44-D
Stop Leak Powder
E6AZ-19558-A
ESE-M99B170-A
Recycled Cooling System Fluid ESE-M97B44-A
Pipe Sealant with Teflon
D8AZ-19554-A
WSK-M2G350-A2
Silicone Brake Caliper Grease and Dielectric Compound
D7AZ-19A331-A
ESE-M1C171-A
Thermostat Opening Temperature
Initial 5.4L 86.7-90.6C (188-195F)
Fully Open 5.4L 97.8-101.7C (208-215F)
Initial 6.8L 83-87C (181-188.6F)
Fully Open 6.8L 96.7-100C (206-213F)
Initial 7.3L 88.8C (192F)
Fully Open 7.3L 103.8C (219F)

Description Nm Lb/Ft Lb/In
Water Bypass Tube Mounting Bolt 8-11 71-97
Water Pump Pulley Mounting Bolts 20-30 15-22
Fan Blades to Fan Clutch Mounting Bolts 17-23 12.5-17
Fan Clutch Hub to Water Pump 113-153 84-112
Radiator Mounting Brackets Retaining Bolts 6-14 53-124
Water Temperature Indicator Sender Unit 16-24 12-18
A/C Compressor Support Bracket Mounting Bolts 40-55 30-41
A/C Compressor Support Bracket Mounting Nuts 20-30 15-22
Cylinder Drain Plug 16-24 12-18
Transmission Cooler Tube Nuts 16-24 12-18
Fan Shroud to Radiator Bolts 9 80
Oil Cooler Center Bolt 55-60 40.4-44
Oil Filter 14-17 10-12.5
Degas Bottle Bolts 9 80


Engine Cooling
Component Locations

1 10884 Water Temperature Indicator Sender Unit
2 Pressure Relief Cap
3 Degas Bottle
4 8005 Radiator
5 8115 Radiator Draincock
6 8146 Fan Shroud
7 8286 Lower Radiator Hose
8 6A051 Block Heater
9 8575 Water Thermostat
10 8501 Water Pump
11 8A616 Fan Clutch
12 8600 Fan Blade
13 Overflow Hose
14 8260 Upper Radiator Hose
Walter C. Avrea, the owner of patents 3,601,181 and RE 27,965, has granted Ford Motor Company
rights with respect to cooling systems covered by these patents.
The cooling system components are the:
block heater (6A051)
fan blade (8600)
fan clutch (8A616)
fan shroud (8146)
radiator (8005)
pressure relief cap
radiator draincock (8115)
water pump (8501)
water temperature indicator sender unit (10884)
water thermostat (8575)
oil filter adapter (6881)
the radiator allows excess engine heat to be transferred to the air.
radiator tanks cannot be serviced, replace as an assembly.
upper radiator hose.
lower radiator hose.
The water pump circulates the coolant.
The water thermostat:
controls the engine coolant temperature.
allows quicker engine warm-up.
The degas bottle:
provides a location for service fill.
contains coolant expansion and system pressurization.
provides air separation during operation.
replenishes the engine coolant to the system.
The fan blade draws air through the radiator to help cool the engine coolant.
The fan clutch is a thermostatically controlled clutch that controls the fan drive.
The engine coolant flows:
from the lower radiator hose (8286) to the water pump.
from the water pump to the engine block and the cylinder heads.
A closed water thermostat returns the engine coolant to the water pump; an open water thermostat
allows the engine coolant to flow to the radiator.
For vehicles with green coolant:
Use Ford Premium Engine Coolant E2FZ-19549-AA or an equivalent engine coolant that
meets Ford Specification ESE-M97B44-A.
Ford Premium Engine Coolant protects all metal and rubber in Ford cooling systems for 3
years or 80,000 km (30,000 miles).
Properly recycled engine coolant may be used in vehicles originally equipped with green
coolant.
For vehicles with orange coolant:
Use Ford Extended Life Engine Coolant F6AZ-19544-AA or an equivalent DEX-COOL
coolant or a coolant meeting Ford specification WSS-M97B44-D.
Ford Extended Life Engine Coolant is a silicate-free coolant that does not need to be replaced
for 6 years or 240,000 km (150,000 miles), whichever occurs first.
Do not add conventional green coolant or recycled coolant to your vehicle if originally
equipped with orange coolant.
Unsatisfactory coolant materials:
alcohol-type antifreeze does not provide adequate water pump lubrication
has lower boiling point
reduced antifreeze protection
alkaline brine solutions will cause serious engine cooling system damage
The water temperature indicator sender unit provides a signal to the temperature gauge.
The optional block heater:
electrical heating element is installed in the core plug opening.
uses a standard 110V electrical supply
keeps the engine coolant warm during cold weather.

DIAGNOSIS AND TESTING Procedure revision date: 01/26/2000

Engine Cooling

Special Tool(s)

Radiator/Heater Core Pressure
Tester
014-R1072 or equivalent

Rotunda 73 Digital Multimeter
105-R0051 or equivalent

Digital Photoelectric Tachometer
055-00108 or equivalent

New Generation Star Tester
(NGS)
418-F052 (007-00520) or
equivalent

1. Verify the customer's concern by operating the engine to duplicate the condition.
2. Inspect to determine if any of the following mechanical or electrical concerns apply.

Visual Inspection Chart
Mechanical Electrical
Leaks
Damaged hoses
Loose/damaged hose clamps
Damaged water gasket
Damaged engine coolant temperature
sensor
Damaged wiring
Damaged head gaskets
Damaged intake manifold gasket
Damaged water pump
Damaged radiator
Damaged degas bottle
Damaged heater core
Restricted airflow through the radiator
cooling fins
Damaged fan/fan clutch
Transmission cooler fans obstructed

3. If the inspection reveals an obvious concern that can be readily identified, repair it as
required.
4. If the concern remains after the inspection, determine the symptom(s) and go to the Symptom
Chart.

Symptom Chart
SYMPTOM CHART
Condition Possible Sources Action
Loss of Coolant Radiator.
Water pump seal.
Radiator hoses.
Heater hoses.
Heater core.
Engine gaskets.
Degas bottle.
GO to
Pinpoint
Test A.
The Engine (6007) Overheats Water thermostat
(8575).
Water pump.
Internal engine coolant
leak.
Radiator.
Heater core.
Cooling fan.
Pressure relief cap.
Insufficient water in
coolant mixture.
Fan belt.
Restricted airflow.
GO to
Pinpoint
Test B.
The Engine Does Not Reach
Normal Operating
Temperature
Water thermostat. GO to
Pinpoint
Test C.
The Block Heater (6A051)
Does Not Operate Properly
Block heater power
cable.
Block heater.
GO to
Pinpoint
Test D.

Pinpoint Tests

PINPOINT TEST A: LOSS OF COOLANT
CONDITIONS DETAILS/RESULTS/ACTIONS
A1 CHECK THE ENGINE COOLANT LEVEL
NOTE: Allow the engine to cool before checking the engine coolant level.

Visually check the engine coolant level at the degas bottle.

Is the engine coolant level within specification?
Yes
GO to A2.

No
REFILL the engine coolant as necessary. GO to A6 .
A2 CHECK THE PRESSURE RELIEF CAP

Perform the pressure relief cap test; refer to Cap in this section.

Is pressure relief cap OK?
Yes
GO to A3.

No
REPLACE the damaged pressure relief cap. TEST the system for normal
operation.
A3 CHECK THE ENGINE COOLANT FOR INTERNAL LEAK

Inspect the engine coolant in degas bottle for signs of transmission fluid or
engine oil.

Is oil or transmission fluid evident in coolant?
Yes
If engine oil is evident, GO to Section 303-00. If transmission fluid is evident,
REPAIR or REPLACE the radiator as necessary.

No
GO to A4.
A4 CHECK THE ENGINE AND THE TRANSMISSION FOR COOLANT

Remove the oil level dipstick from the engine or remove the fluid filler
plug from the manual transmission.

Is coolant evident in oil?
Yes
If coolant is in engine, GO to Section 303-00. If coolant is in transmission
(7003), REPLACE the radiator; REFER to RadiatorPickup Chassis or
RadiatorMotorhome Chassis in this section.

No
GO to A5.
A5 PRESSURE TEST THE ENGINE COOLING SYSTEM

Pressure test the engine cooling system; refer to the Component Tests in
this section.

Does the engine cooling system leak?
Yes
REPAIR or REPLACE leaking components. TEST the system for normal
operation.

No
The cooling system is operational. RETURN to the Symptom Chart.
A6 CHECK THE COOLANT RECOVERY SYSTEM

WARNING: Never remove the pressure relief cap under any
conditions while the engine is operating. Failure to follow these
instructions could result in damage to the cooling system or engine and/or
personal injury. To avoid having scalding hot coolant or steam blow out of
the cooling system, use extreme care when removing the pressure relief
cap from a hot degas bottle. Wait until the engine has cooled, then wrap a
thick cloth around the pressure relief cap and turn it slowly one turn
(counterclockwise). Step back while the pressure is released from the
cooling system. When certain all the pressure has been released, remove
the pressure relief cap (still with a cloth).
Allow the engine to cool.

Remove the pressure relief cap.

Inspect the pressure relief cap for foreign material between the sealing
gasket and the diaphragm.

Is the pressure relief cap OK?
Yes
GO to A7.

No
CLEAN or REPLACE the pressure relief cap. TEST the system for normal
operation. GO to A1 .
A7 CHECK THE DEGAS BOTTLE

NOTE: The engine must be cool when coolant is added to the degas bottle.
Add coolant to the degas bottle until fluid is between the coolant fill
level marks.

Does the degas bottle leak?
Yes
REPLACE the degas bottle. TEST the system for normal operation.

No
PERFORM the cooling system pressure test; REFER to Pressure Test in this
section. REPAIR as necessary. TEST the system for normal operation.

PINPOINT TEST B: THE ENGINE OVERHEATS
B1 CHECK THE ENGINE COOLANT LEVEL
NOTE: If the engine is hot, allow the engine to cool before proceeding.

WARNING: Never remove the pressure
relief cap under any conditions while the engine is
operating. Failure to follow these instructions
could result in damage to the cooling system or
engine and/or personal injury. To avoid having
scalding hot coolant or steam blow out of the
cooling system, use extreme care when removing
the pressure relief cap from a hot degas bottle.
Wait until the engine has cooled, then wrap a
thick cloth around the pressure relief cap and
turn it slowly one turn (counterclockwise). Step
back while the pressure is released from the
cooling system. When certain all the pressure has
been released, remove the pressure relief cap (still
with a cloth).
Allow the engine to cool.

Check the engine coolant level at the degas
bottle.

Is the engine coolant OK?
Yes
GO to B2.

No
REFILL the engine coolant at the degas bottle. GO to
Pinpoint Test A.
B2 CHECK THE COOLANT CONDITION

Check the coolant for contaminants such as rust,
corrosion, or discoloration.

Is the coolant condition OK?
Yes
GO to B3.

No
FLUSH the engine cooling system; REFER to
FlushingEngine and Radiator in this section. TEST
the system for normal operation.
B3 CHECK FOR AN AIRFLOW OBSTRUCTION

Inspect the A/C condenser core (19712) and
radiator for obstructions such as leaves or dirt.

Is there an obstruction?
Yes
REMOVE the obstruction. CLEAN the A/C
condenser core and radiator. TEST the system for
normal operation.

No
GO to B4.
B4 CHECK THE HEATER CORE OPERATION

Install the pressure relief cap.

As the engine starts to heat up, feel the inlet and
outlet heater water hoses (18472). They should feel
approximately the same after three or four minutes.

Is the heater water hose approximately the
same temperature as the inlet heater water
hose ?
Yes
GO to B5.

No
TURN the engine off. REPAIR or REPLACE heater
core. REFER to Section 412-02. TEST the system for
normal operation.
B5 CHECK THE WATER THERMOSTAT OPERATION

Start the engine and allow the engine to run for

ten minutes.

Feel the inlet and outlet heater water hoses and
the underside of the upper radiator hose (8260).

Are the upper radiator hose and the heater
water hoses cold?
Yes
REPLACE the water thermostat; REFER to
Thermostat in this section. TEST the system for
normal operation.

No
GO to B6.
B6 CHECK THE COOLING FAN OPERATION

Perform the cooling fan component tests; refer to
Fan Clutch Test in this section.

Is the cooling fan operation OK?
Yes
GO to Section 303-00 or diagnosis and testing of the
engine.

No
REPLACE the fan component determined; REFER to
Thermostat in this section. TEST the system for
normal operation.

PINPOINT TEST C: THE ENGINE DOES NOT REACH NORMAL OPERATING TEMPERATURE
C1 CHECK THE ENGINE TEMPERATURE

Start the engine and allow the engine to idle for ten minutes.

Feel the inlet and heater water hoses and the underside of the upper radiator

hose.

Are the upper radiator hose and the heater water hoses cold?
Yes
REPLACE the water thermostat; REFER to Thermostat in this section. TEST

No
GO to Section 413-01 Instrument Cluster for diagnosis and testing of the
engine coolant temperature gauge.

PINPOINT TEST D: THE BLOCK HEATER DOES NOT OPERATE PROPERLY
D1 CHECK THE POWER CABLE

Block Heater

Check the resistance in Circuits 1, 2, and 3 of the
block heater power cable.

Is the resistance 5 ohms in Circuits 1, 2,
and 3?
Yes
REPLACE the block heater.

No
REPLACE the power cable. TEST the system for
normal operation.
Component Tests

Pressure Test
1. Turn the engine OFF.
2. WARNING: Never remove the pressure relief cap under any conditions while the
engine is operating. Failure to follow these instructions could result in damage to the
cooling system or engine and/or personal injury. To avoid having scalding hot coolant
or steam blow out of the cooling system, never remove the pressure relief cap from a
hot degas bottle. Wait until the engine has cooled, then wrap a thick cloth around the
pressure relief cap and turn it slowly one turn (counterclockwise). Step back while the
pressure is released from the cooling system. When certain all the pressure has been
released, remove the pressure relief cap (still with a cloth).
Check the engine coolant level; refer to Cooling System Draining, Filling and Bleeding in
this section.

3. Connect Radiator Heater Core Pressure Tester to the degas bottle nipple and overflow hose.
Install a pressure test pump to the quick-connect fitting of the test adapter.
4. NOTE: If the plunger of the pump is depressed too fast, an erroneous pressure reading will
result.
Slowly depress the plunger of the pressure test pump until the pressure gauge reading stops
increasing and note the highest pressure reading obtained.
5. If the pressure relief cap does not hold pressure, remove and wash the pressure relief cap in
clean water to dislodge all foreign particles from the gaskets. Check the sealing surface in the
filler neck.
6. If 89 kPa (13 psi) cannot be reached, replace the pressure relief cap. If more than 12 kPa (18
psi) shows on gauge, replace the pressure relief cap.
7. CAUTION: If the pressure drops, check for leaks at the engine to heater core
hoses, engine-to-radiator hoses, water valve hose (if applicable), oil cooler return tube
gasket (6N789), radiator and heater core or other system components and connections.
Any leaks which are found must be corrected and the system rechecked.
Pressurize the engine cooling system as described in Step 4 (using a pressure relief cap that
operates within the specified upper and lower pressure limits). Observe the gauge reading for
approximately two minutes; refer to General Specifications. Pressure should not drop during
this time.
8. Release the system pressure by loosening the pressure relief cap. Check the engine coolant
level and replenish, if necessary, with the correct engine coolant mixture; refer to Cooling
System Draining, Filling and Bleeding in this section.

Cap
WARNING: Never remove the pressure relief cap under any conditions while the engine
is operating. Failure to follow these instructions could result in damage to the cooling system
or engine and/or personal injury. To avoid having scalding hot coolant or steam blow out of
the cooling system, use extreme care when removing the pressure relief cap from a hot degas
bottle. Wait until the engine has cooled, then wrap a thick cloth around the pressure relief cap
and turn it slowly one turn (counterclockwise). step back while the pressure is released from
the cooling system. When certain all the pressure has been released, remove pressure relief cap
(still with a cloth).

1. Remove the pressure relief cap from the degas bottle.
2. Immerse the pressure relief cap in water and install it on the shallow filler neck of
Radiator/Heater Core Pressure Tester and Radiator Cap Adapter, part of Radiator/Heater
Core Pressure Tester.
3. Immerse the filler neck seal in water and install it in the filler neck adapter.
4. Install the filler neck adapter with the filler neck seal to the Radiator Cap Adapter.
5. Connect the female quick-connect fitting of the pressure test pump to the male quick-connect
fitting of the filler neck adapter.
6. NOTE: If the plunger of the pump is depressed too fast, an erroneous pressure reading will
result.
Slowly depress the plunger of the pressure test pump until the pressure gauge reading stops
increasing and note the highest pressure reading obtained.
7. Release the pressure by turning the relief screw counterclockwise. Then tighten the pressure
relief screw and repeat Step 6 (at least twice) to make sure the reading is repeatable within
the specifications of the pressure relief cap.
8. If the pressure test gauge readings are not within specifications, replace the pressure relief
cap. If the pressure test gauge readings are within specifications, perform the cooling system
Pressure Test.

ThermostatWater
The water thermostat should be replaced only after the following electrical and mechanical tests
have been performed.

ThermostatElectrical Test
CAUTION: Always vent the exhaust to the outside when performing this test.
NOTE: The electrical thermostat test is most accurate if performed indoors at less than 37.8C
(100F) ambient air. This test may be performed with or without the hood open and with the engine
warm or cold.
1. Check the engine coolant level. Fill as needed.
2. With the ignition OFF, remove the engine coolant temperature (ECT) sensor harness
connector and attach ECT Sensor "T" Cable as a jumper between the powertrain control
module (PCM) (12A650) and the ECT Sensor. Attach the 73 Digital Multimeter to the ECT
Sensor "T" Cable. Voltage values (0-5 V) may now be monitored while the sensor retains its
connection to the wiring harness.
New Generation STAR (NGS) Tester or the Service Bay Diagnostic System (SBDS) may be
used to monitor the ECT on vehicles equipped with data link connector (DLC). The SBDS
sequence to use for the screen is: Toolbox-Electronic Engine Control and DCL-Item.
3. NOTE: Running this test with the vehicle in gear or with the A/C compressor clutch engaged
(running) will cause improper diagnosis.
Place the transmission in PARK (P) or NEUTRAL (N).
4. Start the engine and allow the engine to idle throughout this test. Allow the engine to run for
2 minutes, then record the ECT voltage. Record the ECT voltage every 60 seconds. When the
ECT voltage trend changes direction or only changes slightly (0.03 voltage or less) from the
previous reading, record this as the thermostat opening voltage. Use the voltage and
corresponding coolant temperature chart listed below.
Coolant Temperature C (F) ECT (Volts)
22 (71) 3.00
43 (109) 2.01
71 (159) 1.01
82 (180) 0.75
91 (195) 0.059
97 (206) 0.050
105 (221) 0.040
5. If the thermostat opening voltage is greater than 0.75 volts and less than 82C (180F),
replace the water thermostat.
6. If the thermostat opening voltage is less than 0.75 volts and greater than 82C (180F), the
water thermostat is good and should not be replaced. Refer to the Symptom Chart for further
instructions.

ThermostatMechanical Test
1. Remove the water thermostat.
2. Check the water thermostat for seating. Hold the water thermostat up to a lighted
background. Leakage of light around the thermostat valve at room temperature indicates that
the water thermostat should be replaced. Some water thermostats have a small leakage notch
at one location on the perimeter of the thermostat valve, which is considered normal.
3. Immerse the water thermostat in a boiling antifreeze and water mixture.
4. See the General Specifications chart for water thermostat opening temperatures.

Radiator Leak Test, Removed From the Vehicle
CAUTION: Never leak test an aluminum radiator in the same water that copper/brass
radiators are tested in. Flux and caustic cleaners may be present in the cleaning tank and they
will damage aluminum radiators.
NOTE: Always install plugs in the oil cooler fittings before leak-testing or cleaning any radiator.
NOTE: Clean the radiator before leak-testing to avoid contamination of tank.
1. Leak-test the radiator in clean water with 138 kPa (20 psi) air pressure.

Fan Clutch Test
1. Spin the fan blade (8600) by hand. A light resistance should be felt. If there is no resistance
or very high resistance, the minimum and maximum fan speeds must be checked as follows:
Fan Clutch TestMinimum Speed Requirement
1. Use a suitable marker to mark the water pump pulley (8509), one of the fan blade retaining
bolts and the crankshaft pulley (6312).
2. Connect a tachometer to the engine.
3. Install a throttle adjusting tool.
4. Connect the Digital Photoelectric Tachometer.
5. WARNING: To avoid the possibility of personal injury or damage to the vehicle,
do not operate the engine until the fan blade has been first examined for possible cracks
and separation.
Start the engine and run it at approximately 1500 rpm until the normal operating temperature
has been achieved.
6. Adjust the engine speed to 2300 rpm.
7. Operate the strobe light at 3000 rpm (on Diesel engines 3600 rpm's) and aim it at the water
pump pulley. Adjust the engine speed until the light flash and the water pump pulley mark
are synchronized.
8. Aim the strobe light at the fan blade bolts. Adjust the strobe light until the light flash is
synchronized with the marked fan blade bolt (the fan blade appears to stand still).
9. The fan blade speed must not be greater than 1500 rpm (on Diesel engines 2000 rpm's) at
3000 water pump rpm.
10. Turn the engine off.
11. If the fan blade speed was greater than 1500 rpm (on Diesel engines 2000 rpm's), replace the
fan clutch (8A616).
Fan Clutch TestMaximum Speed Requirement
1. Perform Steps 1 through 5 of the Fan Clutch TestMinimum Speed Requirement.
2. NOTE: The temperature should be above 96C (205F) for maximum fan speed.
Block off areas on each side of the radiator in the engine compartment and the front of the
radiator grille (8200). This will raise the temperature of the air striking the fan clutch and
should cause the fan blade to operate at maximum speed.
3. Place the climate control function selector switch in the MAX A/C position and the blower
motor switch in the HI position.
4. Adjust the strobe to 3000 rpm (on Diesel engines 3600 rpm's).
5. WARNING: To avoid the possibility of personal injury or damage to the vehicle,
do not operate the engine until the fan blade has been first examined for possible cracks
and separation.
Start the engine and adjust the engine speed until the strobe light flash and the water pump
pulley mark are synchronized.
6. Aim the strobe light at the fan blade retaining bolts. Adjust the strobe light until the light
flash is synchronized with the marked fan blade bolt (the fan blade appears to stand still).
7. If the fan blade speed is less than 2300 rpm (on Diesel engines 2950 rpm's), replace the fan
clutch.

REMOVAL AND INSTALLATION Procedure revision date: 01/26/2000

Block Heater7.3L Diesel Engine
Removal
1. Drain the cooling system; refer to Cooling System Draining, Filling and Bleeding in the
General Procedures portion of this section.
2. Raise and support the vehicle; refer to Section 100-02.
3. Disconnect the electrical connector from the block heater.

4. Remove the block heater from the oil cooler rear header.

Installation
1. Follow the removal procedure in reverse order.


Water Pump7.3L Diesel Engine
Removal
1. Drain the cooling system. For additional information, refer to Cooling System Draining,
Filling and Bleeding in the General Procedures portion of this section.
2. Remove the cooling system fan and fan clutch. For additional information, refer to Fan
Blade, Clutch and Shroud, Pickup Chassis in this section.
3. Disconnect the upper radiator hose from the water pump outlet tube.

4. Remove the thermostat and housing.
1. Remove the three water outlet bolts.
2. Remove the thermostat housing.
3. Remove the thermostat and O-ring.

5. Remove the accessory drive belt. For additional information, refer to Section 303-05.
6. NOTE: The water pump pulley is removed for clarity.
Disconnect the heater hose from the water pump.

7. Remove the two bolts and the water outlet tube.

8. Disconnect the engine coolant temperature (ECT) sensor connector.

9. Disconnect the camshaft position (CMP) sensor electrical harness from the water pump.
1. Remove the bolt.
2. Disconnect the push pin retainer and position the harness away from the water pump.

10. Remove the four bolts and the water pump pulley.

11. Remove the six bolts and the water pump.

12. Clean the water pump gasket surfaces.
Installation


RadiatorPickup Chassis
Removal
CAUTION: Do not mix Standard (green) Coolant with Extended Life Coolant (orange).
If this contamination occurs the service change interval on Extended Life Coolant will be
reduced from 6 year / 150,000 miles to 3 years / 30,000 miles.
NOTE: On 7.3L diesel equipped vehicle with the manual transmission, remove oil cooler tubes
from the radiator.
1. Drain the cooling system. For additional information, refer to Cooling System Draining,
Filling and Bleeding in this section.
2. Remove the fan blade, clutch and shroud. For additional information, refer to FanBlade,
Clutch and Shroud, Pickup Chassis in this section.
3. Remove the degas bottle. For additional information, refer to Degas BottlePickup Chassis
in this section.
4. Raise the vehicle. For additional information, refer to Section 100-02.
5. Disconnect the transmission cooler lines at the bottom of the radiator.

6. Remove the lower radiator hose from the radiator.

7. Lower the vehicle. For additional information, refer to Section 100-02.
8. Remove the two pushpins and position the radiator sight shield out of the way.

9. Remove the bolts and the right upper radiator support.

10. Remove the insulator.

11. Remove the hose from the radiator.

12. Remove the bolts and the left side radiator support.


14. Remove the radiator.

Installation


FanBlade, Clutch and Shroud, Pickup Chassis

Special Tool(s)

Fan Clutch Holding Tool (5.4L)
303-239 (T84T-6312-C)

Fan Clutch Nut Wrench (5.4L)
303-240 (T84T-6312-D)

Fan Pulley Holding Wrench
(6.8L and 7.3L)
303-478 (T94T-6312-AH)

Fan Clutch Nut Wrench (6.8L
and 7.3L)
303-214 (T83T-6312-B)
Removal
CAUTION: Do not mix Standard (green) Coolant with Extended Life Coolant (orange).
If this contamination occurs the service change interval on Extended Life Coolant will be
reduced from 6 years / 150,000 miles to 3 years / 30,000 miles.
1. Remove the three bolts and position the degas bottle out of the way.

2. Squeeze the clamp, pull the hose off and position the upper radiator hose out of the way.

3. CAUTION: The large clutch assembly nut has a right-hand thread and must be
rotated counterclockwise to remove it.
Remove the fan and fan clutch from the water pump pulley.

4. Carefully position the fan and the fan clutch into the shroud.

5. Remove the bolts, the shroud, fan and clutch.

Installation

SECTION 303-04C:
Fuel Charging and Controls 7.3L Diesel

SPECIFICATIONS
Fuel Charging and Controls
Fuel System
Fuel Pump
Fuel Injection Timing
Fuel Injectors
Fuel Pressure Regulator
Oil Pressure Regulator
Fuel Charging Wiring
Fuel Injectors
Wiring Harness - Fuel Charging
Pressure Regulator - Fuel
Pressure Regulator - Oil
Oil Pump - High-Pressure
Oil Pump Drive Gear - High-Pressure
Sensor, Oil Pressure
Oil Pump Reservoir - High-Pressure
Fuel Heater

SECTION 303-04C: Fuel Charging and Controls
7.3L Diesel
1999 F-Super Duty 250-550
Workshop Manual

Backlash
Description Specification
Oil Pump Backlash 0.14-0.256 mm
(0.0055-0.0101 Inch)

Pipe Threads
1/8 x 27 1/4 x 18 3/8 x 18 1/2 x 14
7-11 Nm
(5-8 Lb/Ft)
17-24 Nm
(12-18 Lb/Ft)
30-44 Nm
(22-33 Lb/Ft)
34-47 Nm
(25-35 Lb/Ft)

Oil Pump Drive Gear Retaining Bolt 129 96
Oil Deflector Retaining Bolt 12 9
Fuel Injector Retaining Bolt 13.6 120
Oil Drain Plug 6 54
Oil Injection Pressure Sensor 29 22
Drive Gear Access Cover Retaining Bolts 21-32 16-24
High-Pressure Oil Pump Mounting Bolt 24 18
Oil Injection Pressure Regulator 6 55
Fuel Filter/Water Separator Mounting Bolts 31 23
High-Pressure Oil Reservoir Retaining Bolts 24 18

7.3L Diesel
Manual


Fuel System
The fuel system used on the 7.3L direct injection (DI) turbo diesel engine is controlled by the
powertrain control module (PCM) (12A650).
The fuel system components consist of:
electric inline fuel pump (9350).
high-pressure oil pump.
fuel filter (9155).
oil pressure regulator.
oil pressure sensor.
fuel pressure regulator (9C968).
high-pressure oil pump reservoir.
water in fuel switch/fuel heater thermostat.
Fuel System Components

1 445684 Plug 1/8 Pipe
2 1820516C1 Stud Bolt
3 299400C1 Clamp Wrap
4 1826714C2 Fitting (One-Way Flow)
5 1830970C91 Fuel Delivery Line (Right Cylinder Head)
6 606885C1 Fitting (2 Req'd)
7 1830969C91 Fuel Delivery Line (Left Cylinder Head)
8 1831211C1 O-Ring
9 1831190C1 Fuel Heater Thermostat/Water Sensor
10 1831208C1 Screw (2 Req'd)
11 1831212C1 O-Ring
12 9324 Hose
13 1831398C1 O-Ring
14 1831187C1 Fuel Regulator Cap
15 1831209C11 Screw (2 Req'd)
16 1825389C91 Fuel Return Line
17 1825389C91 Fuel Supply Line
18 9R551 Screw
19 299402C1 Clamp Wrap
20 1817812C1 Screw
21 O-Ring
(Part of 1825956C1)
22 9L273 Water Drain Tube
23 9G524 Oil Deflector
24 9F593 Fuel Injector
25 Backup O-Ring
(Part of 9E527)
26 Cushion Ring
(Part of 9E527)
27 Fuel Injector Middle Seal
(Part of 9E527)
28 Fuel Injector Lower Seal
(Part of 9E527)
29 Fuel Injector Gasket (Copper) (Part of 9E527)
30 1822607C91 Pipe Plug
31 O-Ring
(Part of 1822607C91)
32 O-Ring
(Part of 1807329C91)
33 1851329C91 Oil Pressure Sensor
34 1825956C1 Quick Connect Fitting
(4 Req'd)
35 1831130C1 High-Pressure Oil Lines
36 O-Ring (Part of Kit)
37 9417 High-Pressure Oil Pump Flange Gasket
38 9A543 High-Pressure Oil Pump Assy
39 9L968 Injection Pressure Regulator
40 9155 Fuel Filter
Fuel is drawn from the fuel tank (9002) by the electric fuel pump. The fuel is then supplied under
low pressure, 352 28 kPa (51 4 psi), to the fuel filter/water separator assembly.
Fuel to be supplied to the combustion chambers passes through the fuel filter/water separator
assembly into the cylinder head galleries, then through the hydraulically actuated/electronically
controlled fuel injectors.
Excess fuel not used by the engine bypasses the fuel filter/water separator assembly, flows through
the fuel pressure regulator assembly, and returns to the fuel tank.

Fuel Pump
The fuel pump is an in-line electric pump mounted on the left hand frame rail. The fuel pump draws
fuel from the fuel tank and supplies it to the engine at 352 28 kPa (51 4 psi).

Fuel Injection Timing
The period of time the fuel injector nozzle tips (9E527) are energized is controlled by the powertrain
control module.

Fuel Injectors
CAUTION: Color of Service Parts identification clip may differ from color of Production
identification clip. Verify identification using part number and parts catalog.
CAUTION: Do not interchange fuel injectors. Improper injector installation can cause
severe engine damage.
An electronically controlled/hydraulically actuated fuel injector is used. The rate shape fuel injector
incorporates a spill control port that helps balance the fuel delivery, reducing the emissions and
engine noise.
When the fuel injector is energized, a poppet valve is opened by an electronic solenoid mounted on
the fuel injector. High-pressure oil from the high-pressure oil pump flows into the fuel injector and
acts on the amplifier piston, forcing the piston plunger downward. As the plunger moves down, the
increased fuel pressure closes the fuel inlet check ball. Rising fuel pressure overcomes spring
pressure and opens the nozzle check valve. Fuel is then injected into the combustion chamber
through the orifices in the nozzle tip at pressures as high as 124, 110 kPa (18,000 psi). When the fuel
injector is de-energized, high-pressure oil on top of the amplifier piston is vented by the poppet
valve through the top portion of the fuel injector back to the oil pan (6675).
Fuel Injectors

Item
Part
Number Description
1 Solenoid (Part of 9E527)
2 Armature (Part of 9E527)
3 Poppet Valve
(Part of 9E527)
4 Oil Inlet Port (Part of 9E527)
5 Amplifier Piston
(Part of 9E527)
6 Plunger (Part of 9E527)
7 Nozzle Check Valve
(Part of 9E527)
8 Nozzle Tip (Part of 9E527)
9 Fuel Inlet Check Ball
(Part of 9E527)
10 Fuel Inlet Port
(Part of 9E527)
11 Spill Control Port (California Only) (Part of
9E527)
12 Identification Clip (Medium Blue) (49-
State/Canada)
13 Identification Clip (Yellow) (California Only)
14 Part Number Identification (Suffix Differs from
Federal)
15 Serial Number Identification
16 9F593 California Fuel Injector (Rate Shape)

Single Upper O-Ring Orientation

Item
Part
Number Description
1 Backup Ring (Steel)
(Part of 9E527)
2 Cushion Ring (Black)
(Part of 9E527)
3 Upper Injector Seal (Black) (Part of 9E527)
4 9E527 Fuel Injector
5 Lower Injector Seal (Black) (Part of 9E527)
6 Injector Gasket (Copper)
(Part of 9E527)
7 Middle Injector Seal (Blue/Black) (Part of
9E527)

1 31536 Screw, Torx M5 (2 Req'd)
2 31520 Cap
3 31538 O-Ring
4 31537 Spring
5 31489 Poppet Valve and O-Ring

Fuel Pressure Regulator
Fuel pressure in the cylinder head fuel galleries is maintained at 352 28 kPa (51 4 psi) by a fuel
pressure regulator. The fuel pressure regulator consists of a spring-loaded poppet valve, which opens
to allow excess fuel to exit fuel filter/water separator prior to being cycled through the fuel filter.
Fuel exiting the fuel filter/water separator is returned to the fuel tank.

Oil Pressure Regulator
Fuel injection pressure is controlled by the injection control pressure (ICP) system. The ICP system
consists of the following:
injection control pressure (ICP) sensor (located in the cylinder head oil gallery)
injection pressure regulator (IPR) located in the high-pressure oil pump
powertrain control module

1 Electrical Connector
(Part of 14401)
2 7A139 Oil Pressure Regulator
3 9A543 High-Pressure Oil Pump

Fuel Charging Wiring
The fuel charging wiring connects the engine wire harness to each fuel injector and engine controls
such as the injection control pressure (ICP) sensor, injection pressure regulator (IPR) and injector
driver module (IDM). The fuel charging wiring receives fuel injector signals from the powertrain
control module and the injector driver module then transfers the signals to the fuel injectors.

7.3L Diesel
Workshop Manual

Fuel Injectors

Special Tool(s)

Impact Slide Hammer
100-001 (T50T-100-A)

Injector Protective Sleeve and
Holding Rack
303-D5113 (D94T-9000-E) or
equivalent

Injector Remover
303-491

Injector Replacer
303-492

Injector Sleeve Brush Set
303-DS110 (D94T-9000-D) or
equivalent

Injector Sleeve Remover Set
303-DS105 (D94T-9000-B) or
equivalent

Injector Sleeve Replacer
303-D109 (D94T-9000-C) or
equivalent
Removal
1. Drain the fuel from the cylinder heads.
Loosen the drain plugs, located at the rear of each cylinder head.

2. Remove the valve cover. For additional information, refer to Section 303-01C.
3. Remove the fuel charging wiring. For additional information, refer to Wiring HarnessFuel
Charging in this section.
4. Remove the oil drain plugs.

5. NOTE: Rocker arm removed for clarity.
Remove the bolt and the oil deflector from the fuel injector hold-down plate.

6. Remove the fuel injector outboard retaining bolts.

7. NOTE: When removing the fuel injectors, it is important that all three injector O-rings and
the injector tip copper washer are removed from the injector bore. If the copper washer is not
on the injector when removed from the cylinder head, make sure to remove it from the
injector bore.
Using the Injector Remover, remove the fuel injector.

8. Place the fuel injector into the injector protective sleeve.

9. NOTE: If engine oil is found in the engine coolant or engine coolant is found in the
combustion chambers new injector sleeves may need to be installed.
Place the injector and sleeve into the holding rack.
10. NOTE: To install new fuel injector sleeves, the cylinder heads must be removed from the
vehicle.
If required, remove the cylinder heads from the engine. For additional information, refer to
Section 303-01C.
11. NOTE: Place a plastic cap or small piece of cork to act as a stop, in the injector sleeve
before installing the injector sleeve tap, this will prevent damage to the cylinder head bore.
Insert the injector sleeve tap and injector sleeve tap pilot into the cylinder head fuel injector
bore. Tighten injector sleeve tap 1-1/2 to 2 turns. Attach the Impact Slide Hammer to the
injector sleeve tap pilot, and remove the fuel injector sleeve from the cylinder head fuel
injector bore. Discard the sleeve.

12. Remove sealant residue and all foreign material from the cylinder head fuel injector bore,
using the injector sleeve brush.

Installation
1. NOTE: Do not apply Threadlock620 or equivalent to angled areas.
Position the fuel injector sleeve onto the Injector Sleeve Replacer. Apply Threadlock620
or equivalent to the very bottom (smallest diameter) and very top (largest diameter) flat
areas.

2. Position the fuel injector sleeve into the cylinder head fuel injector bore. Seat the fuel
injector sleeve in the fuel injector bore, using a rubber mallet. Remove Injector Sleeve
Replacer tool from the cylinder head fuel injector bore.

3. Clean the fuel injector sleeve and bore, using the fuel injector sleeve brush. Remove any
sealant residue from the fuel injector bore.

4. Install new O-rings on the fuel injector. Lubricate the fuel injector and O-rings liberally with
clean engine oil.
5. If required, install the cylinder heads. For additional information, refer to Section 303-01C.
6. CAUTION: Remove all oil and fuel from the cylinders before installing the fuel
injectors. Failure to do so can cause hydrostatic lock, resulting in severe engine damage.
CAUTION: Do not strike the top of the fuel injector to seat the injector in the
cylinder head fuel injector bore. Damage to the fuel injector can occur. Use hand
pressure on the top of the fuel injector until the fuel injector hold-down plate is flush
with the cylinder head.
Using the Injector Replacer, seat the fuel injector into the cylinder head fuel injector bore.

7. Install the fuel injector outboard retaining bolts.

8. Install the oil deflector on the fuel injector hold-down plate.

9. Install the oil drain plugs.

10. Tighten the fuel drain plug located at the rear of each cylinder head.

11. Position the valve cover gasket onto the cylinder head.
12. Install the fuel charging wiring. For additional information, refer to Wiring Harness - Fuel
Charging in this section.
13. Install the valve covers. For additional information, refer to Section 303-01C.

7.3L Diesel
Workshop Manual

Wiring HarnessFuel Charging
Removal
1. Remove the valve covers. For additional information, refer to Section 303-01C.
2. Disconnect the electrical connectors from the glow plugs.

3. Disengage the attaching clip and remove the connectors from the fuel injectors.

4. Disconnect the electrical connectors from the valve cover gasket.
1. Remove the retaining clip.
2. Disconnect and remove the electrical connectors from the valve cover gaskets.

Installation

7.3L Diesel
Workshop Manual

Pressure Regulator - Fuel
Removal and Installation
1. Remove the engine appearance cover.

2. Disconnect the fuel return tube from the regulator.

3. WARNING: Clean all fuel residue from the engine compartment. Failure to do so
can cause personal injury or damage to the vehicle.
Remove the fuel pressure regulator.
1. Remove the Torxscrews.
2. Remove the cap.
3. Remove O-ring.
4. Remove the spring.
5. Remove the poppet valve and O-ring.

4. Thoroughly clean the fuel pressure regulator bore in the fuel filter/water separator.
5. To install, reverse the removal procedure.

7.3L Diesel
Workshop Manual

Pressure RegulatorOil
Removal
1. Remove the turbocharger compressor manifold; for additional information, refer to Section
303-04D.
2. Remove the fuel filter/water separator; for additional information, refer to Section 310-01.
3. Disconnect the electrical connector from the oil pressure regulator.

4. Remove the pressure regulator from the high-pressure oil pump.

Installation

7.3L Diesel
Workshop Manual

Oil Pump - High-Pressure

Special Tool(s)

Oil Suction Gun
303-D104 (D94T-9000-A) or
Equivalent

High-Pressure Line Disconnect
Tool
303-625
Removal
303-04D.
2. Remove the fuel filter/water separator assembly; for additional information, refer to Section
310-01.
3. Remove the high-pressure oil pump reservoir plug.

4. Using the Oil Suction Gun, remove the oil from the high-pressure oil pump reservoir.
5. Using the High-Pressure Line Disconnect Tool, remove the hoses from the high-pressure oil
pump.

6. Disconnect the electrical connector from the oil pressure regulator.

7. Remove the bolts and the cover from the engine front cover. Position the wiring harness
aside.

8. Remove the drive gear bolt and washer from the drive gear.

9. Remove the bolts and the high-pressure oil pump from the engine front cover. Remove and
discard the gasket.

10. NOTE: If the high-pressure oil pump is to be replaced, remove the oil pressure regulator
from the pump.
Remove the oil pressure regulator from the oil pump.

Installation
pump before installing the bolt and washer. Otherwise, the drive gear may not seat
properly, causing binding or slippage resulting in a no oil flow condition.
Follow the removal procedure in reverse order.

7.3L Diesel
Workshop Manual

Oil Pump Drive Gear - High-Pressure

Special Tool(s)

Dial Indicator with Bracketry
100-002 (TOOL-4201-C) or
Equivalent
Removal
1. Remove the high-pressure oil pump reservoir. For additional information, refer to Oil Pump
Reservoir - High-Pressure in this section.
2. Remove the high-pressure oil pump. For additional information, refer to Oil Pump - High-
Pressure in this section.
3. Remove the drive gear from the crankcase front cover.
4. Remove all gasket residue from the mating surfaces.
Installation
1. Position the drive gear into the crankcase front cover.
2. Install the high-pressure oil pump. For additional information, refer to Oil Pump - High-
Pressure in this section.
pump before installing the bolt and washer. Otherwise the drive gear may not seat
properly, causing binding or slippage resulting in a no oil flow condition.
Position the drive gear onto the oil pump, and install the bolt and washer.

4. Position the Dial Indicator with Bracketry onto the oil pump drive gear, and check the drive
gear backlash. If not within specification, replace the drive gear.

5. Install the high-pressure oil pump reservoir. For additional information, refer to Oil Pump
Reservoir - High-Pressure in this section.

7.3L Diesel
Workshop Manual

Sensor, Oil Pressure
Removal
1. Disconnect the electrical connector and unscrew the pressure sensor from the left-hand
cylinder head oil galley.

Installation

7.3L Diesel
Workshop Manual

Oil Pump ReservoirHigh-Pressure

Special Tool(s)

Oil Suction Gun
303-D104 (D94T-9000-A) or
Equivalent
Removal
1. Remove the plug from the oil reservoir.

2. Using the Oil Suction Gun, drain the high-pressure oil pump reservoir.
3. Disconnect the fuel filter assembly from the engine front cover.
1. Disconnect the electrical connector from the exhaust back pressure sensor.
2. Remove the fuel filter retaining bolts.

4. Disconnect the electrical connector from the oil temperature sensor.

5. Disconnect the electrical connector from the oil pressure switch.

6. Remove the bolts, oil reservoir and seal from the engine front cover.

Installation
1. Position the seal on the engine front cover.


7.3L Diesel
Workshop Manual

Fuel Heater
Removal
1. Remove the fuel filter/water separator assembly; for additional information, refer to Section
310-01.
2. Remove the fuel filter/water separator cap and element.
3. Remove the fuel filter heater thermostat.
1. Remove the screws.
2. Pull the thermostat out of the fuel filter/water separator housing.

4. Remove the fuel heater element.
1. Disconnect the electrical connector.
2. Remove the screws and the fuel heater.

Installation
1. WARNING: Clean all the fuel residue from the engine compartment. Failure to do
so can cause personal injury or damage to the vehicle.

SECTION 303-04D:
Fuel Charging and Controls Turbocharger

SPECIFICATIONS
Turbocharger
Turbocharger
Symptom Chart
Component Tests
Turbocharger Leak Test
Turbocharger Internal Oil Leak Test
Bearing Clearance Check
Turbocharger
TurbochargerVehicles Built After 12/7/98
Pedestal - Turbocharger
Turbocharger Intake Tube
Backpressure Valve

SECTION 303-04D: Fuel Charging and Controls
Turbocharger
Workshop Manual

Turbocharger Mounting Bolts 24 18
Turbocharger Pedestal Mounting Bolts 24 18
Exhaust Inlet Pipe to Turbocharger Marmon Clamp 7 62

Turbocharger
Workshop Manual

Turbocharger
Component Location

1 6K682 Turbocharger
2 8287 Marmon Clamp
3 8287 Clamp
4 1820052C92 Air Inlet Duct
5 1813366C1 Breather Hose Elbow Clamp
6 181603022 Breather Hose Elbow
7 6K864 Air Inlet Bracket
8 9C681 Air Inlet Hose
9 6K854 Turbocharger Exhaust Inlet Manifold
10 6N653 Turbocharger Oil Supply O-Ring (2 Req'd)
11 6N653 Turbocharger Oil Drain O-Ring (2 Req'd)
12 6N639 Turbocharger Pedestal Assy
13 8287 Clamp
14 6C640 Intake Manifold Hose
(2 Req'd)
15 6K889 Compressor Manifold
16 9E436 Turbocharger Compressor Outlet Seal
17 8287 Marmon Clamp
The 7.3L DIT Diesel Engine uses an electronically controlled wastegated GTP38 turbocharger to
control the intake manifold pressure. An intake manifold pressure sensor provides readings to the
PCM, the PCM compares this reading with the vehicle speed and engine load then sends a signal to
the solenoid control valve. The solenoid control valve alters the pressure applied to the wastegate
actuator to provide the proper position for the wastegate valve providing the proper boost pressure.
The wastegate turbocharger system components are:
turbine housing
compressor housing
center housing
compressor manifold
turbocharger pedestal
exhaust back pressure valve and control solenoid
wastegate valve assembly
wastegate actuator
solenoid control valve
intake manifold pressure sensor
PCM (powertrain control module)
The turbocharger can be identified by the turbocharger I.D. plate.
Turbocharger I.D. Plate

The turbine and compressor wheels are mounted on opposite ends of a common shaft. The wheels
are enclosed by two housings, and the common shaft is enclosed by the center housing.
High-velocity engine exhaust gases drive the turbine wheel, which turns the common shaft turning
the compressor wheel at speeds up to 130,000 revolutions per minute. Air entering the compressor
side of the turbocharger is compressed and delivered to the combustion chambers. This compressed
air causes more engine power output, better fuel efficiency and better engine performance at higher
altitudes.
The turbocharger is supplied with pressurized oil from the engine's main oil gallery through a
passage in the turbocharger pedestal. Oil then drains back through another passage in the
turbocharger pedestal into the oil pan. This eliminates the need for external lubrication supply and
return lines.
Split ring seals are installed at each end of the common shaft between the shaft bearing and wheel
assembly to prevent lubricating oil from entering the turbine or compressor area.
The pressurized oil entering the turbocharger also serves to actuate the exhaust back pressure warm-
up system. This system consists of an actuator and a butterfly valve. This system operates only
during the cold weather warm-up cycle.

Turbocharger
Workshop Manual

Turbocharger
For additional information, refer to the Powertrain Control/Emissions Diagnosis (PC/ED) manual for
testing procedures not covered in this section.

1. Verify the customer concern.
2. Inspect the entire turbocharger system for obvious signs of damage, using the following
chart.
Mechanical
Damaged intake hoses
Loose hose clamps
Loose exhaust clamps
Damaged turbocharger
Restricted intake or exhaust

3. If the concern(s) remains after the inspection, go to the symptom chart in this section.

Symptom Chart
SYMPTOM CHART
No Boost Wastegate actuator
not functioning.
For additional
information, REFER to
the Powertrain
Control/Emissions
Diagnosis (PC/ED)
manual.
Compressor air intake
hose collapsed.
REPAIR or REPLACE
as required.
Compressor manifold
hoses leaking.
TIGHTEN hose clamps.
Turbocharger turbine
or compressor wheel
damage.
REPLACE turbocharger.
Turbocharger
bearings seized.
Clogged air cleaner
element or restriction
upstream of
compressor.
REPAIR or REPLACE
as required.
Lack of Power Low compression. REPAIR as required.
Wastegate actuator
not functioning.
For additional
the Powertrain
Control/Emissions
Diagnosis (PC/ED)
manual.
Clogged air cleaner
upstream of
compressor.
REPLACE the air cleaner
element. REMOVE the
restriction.
Insufficient fuel
supply.
REPAIR or REPLACE
as required.
Excessive Fuel
Consumption
(Black Exhaust
Smoke)
High fuel pressure.
Pressure regulator.
REPAIR as required. For
additional information,
REFER to the Powertrain
Control/Emissions
Diagnosis (PC/ED)
manual.
Fuel return line
plugged or kinked.
CLEAN or REPLACE as
required.
Injectors leaking. REPLACE the injectors.
Powertrain control
module
malfunctioning.
For additional
the Powertrain
Control/Emissions
Diagnosis (PC/ED)
manual.
Excessive Oil
Consumption
(Blue, Gray, or
White Exhaust
Smoke)
Incorrect type or
grade of oil.
DRAIN and FILL with
specified oil.
Extended oil change
intervals.
CHANGE oil as
recommended.
Clogged air cleaner
upstream of
compressor.
REPAIR as required.
Engine wear (piston
rings, valve guides).
REPAIR as required.
Turbocharger oil seals
leaking.
REFER to Turbocharger
Internal Oil Leak Test in
this section.
Injector or injector O- For additional
ring leaking. the Powertrain
Control/Emissions
Diagnosis (PC/ED)
manual.
Noise or
Vibration
Leaks at turbocharger
inlet and outlet
connections.
REPAIR as required.
Foreign object
damage to turbine or
compressor blades.
Turbine bearing
failure.
High Boost Leak in exhaust
system before
muffler.
REPAIR as required.
Malfunctioning
wastegate.
For additional
the Powertrain
Control/Emissions
Diagnosis (PC/ED)
manual.

Component Tests

Turbocharger Leak Test
Check for loose connections or damage to air intake hoses and tubes.
Air leaks at the compressor manifold, intake manifold hoses or intake manifold covers can cause
excessive smoke, loss of engine power or a noise condition.
Exhaust leaks at the exhaust manifolds or in the turbine housing will also cause loss of engine power
and a noise condition.
Inspect turbocharger and components for loose connections or damage. Using a liquid soap on hose
or tube connections will aid in leak detection.
Exhaust leaks can usually be detected audibly or visually by a discoloration caused by escaping hot
exhaust gases.

Turbocharger Internal Oil Leak Test
NOTE: Some engine oil may be present in the turbocharger compressor inlet and in the air inlet
components due to the crankcase breather system.
Check the turbocharger compressor inlet for evidence of oil. If excessive oil is present, this indicates
that the failure is in the engine, not in the turbocharger; for additional information, refer to the
Powertrain Control/Emissions Diagnosis (PC/ED) manual.
Check the turbocharger turbine outlet for evidence of oil. If oil is present in the outlet, remove the
turbocharger from the engine and examine the oil supply and return passages in the turbocharger
pedestal and engine block for restriction. If no restriction is found, replace the turbocharger.

Bearing Clearance Check
When bearing damage is suspected, verify using the following procedure.
Check for Free Rotation
NOTE: Turbine and compressor wheels must spin freely when turned by hand. No housing contact
is permitted.
Press and rotate the radial shaft, then repeat from the opposite side. If either the compressor wheel or
the turbine wheel contacts the housing, the bearings are bad, and the turbocharger must be replaced.
Check Axial End Play
1. NOTE: Radial shaft movement cannot readily be measured on this turbocharger.
NOTE: Remove the exhaust back pressure valve from the turbocharger; for additional
information, refer to Backpressure Valve in this section.
Position the dial indicator on the turbine end of the radial shaft and zero the indicator.
2. Move the radial shaft back and forth by hand and record the reading.

3. If readings exceed specifications, replace the turbocharger.

Turbocharger
Workshop Manual

Turbocharger
Removal
1. Open the hood.
2. Remove the charge air cooler inlet and outlet ducts from the compressor manifold; for
additional information, refer to Section 303-12.
3. Disconnect the pressure lines and the pressure valve electrical connector.

1. Loosen the turbocharger to compressor manifold Marmon clamp.

5. Remove the exhaust outlet pipe from the turbocharger.
1. Loosen the Marmon clamp.
2. Pull the exhaust outlet pipe away from the turbocharger.

6. Disconnect the exhaust back pressure valve.
1. Slide the retaining clip away from the exhaust back pressure valve actuator lever.
2. Pull the actuator rod free of the exhaust back pressure valve actuator lever.

7. Remove the air inlet tube.
2. Disconnect the pressure line.
3. Remove the inlet tube.

8. NOTE: The Marmon clamp cannot be removed with the turbocharger in place.
Loosen the Marmon clamp.

9. Remove the turbocharger.

10. Remove the O-rings.

Installation

Turbocharger
Workshop Manual

TurbochargerVehicles Built After 12/7/98
Removal
All vehicles
1. Open the hood.
2. Remove the engine cover.
3. Disconnect the charge air cooler inlet and outlet pipes.

4. Label and disconnect the intake air heater element electrical leads, intake air temperature
(IAT) sensor electrical connector, manifold absolute temperature (MAP) sensor electrical
connector and the pressure hoses.

5. Loosen the clamps. Remove the compressor manifold.

6. Remove and discard the compressor manifold O-ring seal.

7. Disconnect the exhaust outlet pipe.
1. Loosen the Marmon clamp.
2. Disconnect the exhaust outlet pipe.

Vehicle with exhaust back pressure system
1. Slide the retaining clip away from the exhaust back pressure valve actuator lever.
2. Detach the exhaust back pressure valve actuator rod.

All vehicles
9. Label and disconnect the wastegate solenoid vacuum hose and the pressure hose. Loosen the
clamps. Remove the air inlet tube.

10. NOTE: The Marmon clamp cannot be removed with the turbocharger installed.
Loosen the Marmon clamp.


12. Remove and discard the O-ring seals.

Installation
The exhaust inlet Marmon clamp must be positioned on the exhaust inlet pipe before
installing the turbocharger.

Turbocharger
Workshop Manual

PedestalTurbocharger
Removal
1. Remove the turbocharger; for additional information, refer to Turbocharger in this section.
2. Remove the turbocharger pedestal.
1. Disconnect the exhaust back pressure solenoid electrical connector.
2. Remove the four pedestal mounting bolts and the pedestal.

3. Remove and discard the two turbocharger pedestal to engine O-rings.
Installation

Turbocharger
Workshop Manual

Turbocharger Intake Tube
1. Open the hood.
2. Remove the air cleaner to air inlet duct tube; for additional information, refer to Section 303-
12.
3. Remove the air intake tube.
1. Loosen the clamp.
2. Remove the two mounting bolts and the duct.

4. Loosen the clamp and remove the hose from the crankcase breather assembly.


Turbocharger
Workshop Manual

Backpressure Valve

Special Tool(s)

Spring Gauge
211-034 (T74P-3504-Y)
Removal
1. Open the hood.
2. Remove the charge air cooler inlet and outlet ducts from the compressor manifold; for
3. Disconnect the exhaust outlet pipe from the turbocharger.
2. Pull the exhaust pipe away from the exhaust back pressure valve.

1. Slide the retaining clip toward the turbocharger housing.
2. Disconnect the exhaust back pressure valve actuator rod from the exhaust back
pressure valve.

5. Remove the six bolts and the exhaust back pressure valve.

Installation

2. NOTE: The butterfly valve should be fully closed when 4.5 kg (10 lb) of force is applied
with the special tool.
Using the Spring Gauge, adjust the actuator rod length to obtain the specified reading.

SECTION 303-06B:
Starting System Diesel Engine

SPECIFICATIONS
Starting System
Intake Air Heater Starting Aid System - Vehicles Built After 12/7/98
Starting System
Symptom Chart
Pinpoint Tests
Component Tests
Starter Motor - Load Test
Starter Motor - Drive Pinion Test
Starter Motor - No-Load Test
Starter Motor - Motor Feed Circuit Voltage Drop Test
Starter Motor - Motor Ground Circuit Voltage Drop Test
Starter Solenoid
Intake Air Heater Starting Aid System - Vehicles Built After 12/7/98
Starter Motor
Intake Air Heater Element - Vehicles Built After 12/7/98
Starter Relay
Intake Air Heater Relay Switch - Vehicles Built After 12/7/98

SECTION 303-06B: Starting System Diesel
Engine
Manual

Starter Specifications
Starter Motor Max. No Starter Brushes
Load Load
Motor
Diameter
Current
Draw Under
Normal
Load
Normal
Engine
Cranking
Speed
Min. Stall
Torque @ 2.5
Volts
Mfg.
Length
Spring
Tension
mm Inches Amps rpm Lb/Ft
Amps Amps
mm Inches N Oz
85 3.4 230-630 150-200 37.3 27.5 2400 170
Max.
18 0.71 34 122
Maximum commutator runout is 0.12 mm (0.005 inch). Maximum starting circuit voltage drop
(battery positive terminal to start terminal) at normal engine temperature is 0.5 volt.

Solenoid B-Terminal Nuts 9-14 80-124
Starter Mounting Bolts 22-28 17-21
Starter Relay Switch Screws 7-9 62-80
Starter Relay Switch Nuts 5-11 45-98
Starter Motor Ground Cable 17-23 13-17
Battery Cable Nut 10-14 7-11
Solenoid Wire Nut 4-6 1-3

Engine
Manual

Starting System
The starting system consists of the following components:
starter motor (11002)
starter switch, part of the ignition switch (11572)
digital transmission range (DTR) sensor (automatic transmission-equipped vehicles)
starter motor solenoid relay switch (11450)
starter solenoid (11390)
starter drive (11350)
7.3L Diesel Engine Starter Motor

The starter motor:
is a wound field, gear reduction, 12 VDC motor.
has an integral starter solenoid.
has an overrunning clutch in the starter drive.

The starter motor solenoid relay switch:
controls current to the starter solenoid.
is engaged by the ignition switch.
connects the battery (10655) to the starter solenoid.
The digital transmission range (DTR) sensor on automatic transmission-equipped vehicles prevents
starter motor engagement unless the transmission is in the NEUTRAL or PARK position. For
The starter drive:
is operated by the starter solenoid.
engages the flywheel to turn the engine.
has an internal overrunning clutch to disengage the starter motor when the engine starts.
The starter solenoid:
is an electromagnet.
engages the starter drive to the flywheel.
when energized, contacts close, connecting the battery to the starter motor and causing the
starter motor to turn the starter drive.
is kept in the energized condition by a hold-in winding until the starter switch is released.
Starter Motor, Disassembled View

1 Thru bolts
2 End plate
3 Brush assembly
4 Solenoid
5 Lever
6 Rear housing
7 Front housing
8 Drive assembly
9 Armature assembly
10 Frame assembly

Engine
Manual

Intake Air Heater Starting Aid SystemVehicles Built After 12/7/98
The intake air heater starting aid system improves cold weather starting and reduces white smoke
and odor during cold weather starting and on extended idles.
The intake air heater starting aid system consists of the following:
engine oil temperature (EOT) sensor
intake air heater relay switch
intake air heater element
intake air temperature (IAT) sensor
powertrain control module (PCM)
starter switch
Intake air heater starting aid system operation.
The system is activated by the PCM when the ambient air temperature is below 0C (32F),
the engine oil temperature is below 55C (131F) and the battery voltage is above 11.7 volts.
The intake air heater will stay on for 30 minutes as long as the engine is idling and the above
conditions are met.
The intake air heating system will only activate once per "key on event". If the heater is
activated and the vehicle is driven, the heater will not activate if the vehicle is taken back to
idle.
The intake air is heated by using a heating element mounted into the compressor manifold.
The intake air heater relay switch, located next to the glow plug relay switch, supplies power
to the intake air heater element.
Air Intake Heater Element

Item Description
1 Copper washer
2 Heating element
3 Insulator
4 Washer
5 Nut
6 B+electrical lead
7 GND electrical lead

Air Intake Heater Relay Switch

1 Bracket
2 1825931 Glow plug relay
3 Intake air heater relay

Engine
Manual

Starting System
Refer to Wiring Diagrams Cell 20 (F-53 Motorhome Chassis, F-Super Duty 250-550), Starting for
schematic and connector information.

Special Tool(s)

73 Digital Multimeter
105-R0051 or Equivalent

Alternator, Regulator, Battery
and Starter Tester (ARBST)
010-00725 or Equivalent

1. WARNING: When servicing the starter motor or performing other underhood
work in the vicinity of the starter motor, be aware that the heavy gauge battery input
lead at the starter solenoid is electrically hot at all times.
Verify the vehicle owner's original concern by operating the system to duplicate the
condition.
2. Inspect the system to determine if any of the following mechanical or electrical concerns
apply.

Mechanical Electrical
Starter motor mounting
Starter relay mounting
Battery condition
Electrical connections at the switches, relay and solenoid
Fuse 20

3. If the concern(s) remains after the inspection and verification, determine the symptoms and
go to the symptom chart.

Symptom Chart
SYMPTOM CHART
The Engine Does Not
Crank or the Relay
Clicks
Loose or corroded battery
cable connections.
Undercharged battery.
Worn or damaged starter
relay.
Faulty starter motor ground
circuit.
Loose or corroded starter
motor connections.
motor.
GO to
Pinpoint
Test A.
Engine Cranks Slowly Loose or corroded battery
cable connections.
Undercharged battery.
Loose or corroded starter
motor connections.
motor.
GO to
Pinpoint
Test B.
Unusual Starter Noise Starter motor improperly
mounted.
motor.
Improper starter drive
GO to
Pinpoint
Test C.
engagement to flywheel.
The Starter Spins but the
Engine Does Not Crank
motor.
Damaged flywheel ring
gear.
GO to
Pinpoint
Test D.

Pinpoint Tests

PINPOINT TEST A: THE ENGINE DOES NOT CRANK OR THE RELAY CLICKS
A1 CHECK FUNCTION OF THE STARTER RELAY
WARNING: The parking brake must be set and the transmission must be in neutral.

Connect a remote starter switch between the battery positive
terminal at the starter relay and the starter relay S-terminal.

Press the remote starter switch button.

Did the starter crank the engine?
Yes
If equipped with an automatic transmission, GO to A5 . If equipped
with a manual transmission, GO to A7 .

No
If the relay did not close, GO to A2 . If the relay closed, GO to A3 .
A2 CHECK THE STARTER RELAY GROUND

Measure the resistance between the starter relay case and a clean
chassis ground.

Is the resistance less than 5 ohms?
Yes
INSTALL a new starter relay. TEST the system for normal operation.

No
CLEAN the ground connection between the starter relay case and the
body ground. TEST the system for normal operation.
A3 CHECK STARTER SOLENOID FUNCTION
WARNING: The parking brake must be set and the transmission must be in neutral.

Connect a remote starter switch between the battery positive
terminal at the starter motor and the starter motor S-terminal. On a
manual transmission equipped vehicle, have a helper press the clutch
pedal.

Press the remote starter switch button.

Did the starter crank the engine?
Yes
REPAIR open in the wire between the starter relay and starter
solenoid. TEST the system for normal operation.

No
GO to A4.
A4 CHECK THE STARTER SOLENOID

Label and disconnect the wiring at the starter solenoid.

Test the starter solenoid. Refer to Component Tests in this section.

Did the solenoid pass the test?
Yes
INSTALL a new starter motor. TEST the system for normal operation.

No
INSTALL a new starter solenoid. TEST the system for normal
operation.
A5 CHECK CIRCUIT 325 (DB/O) FOR AN OPEN BATTERY FEED TO THE DIGITAL
TRANSMISSION RANGE (DTR) SENSOR

Digital Transmission
Range (DTR) Sensor

Measure the voltage between the digital transmission range (DTR)
sensor connector C1012 Pin 10, Circuit 325 (DB/O) and a clean
chassis ground.

Is the voltage greater than 10 volts?
Yes
GO to A6.

No
REPAIR the open in Circuit 325 (DB/O). TEST the system for normal
operation.
A6 CHECK FOR CONTINUITY AT THE DIGITAL TRANSMISSION RANGE (DTR)
SENSOR

Range (DTR) Sensor

Measure the voltage between the digital transmission range (DTR)
sensor connector C1012 Pin 12, Circuit 1093 (T/R) and a clean chassis
ground.

Yes
REPAIR the open in Circuit 32 (R/BL) between the digital
transmission range (DTR) sensor and the starter relay. TEST the
system for normal operation.

No
CHECK the transmission linkage adjustment. If adjustment is OK,
INSTALL a new digital transmission range (DTR) sensor. TEST the
system for normal operation.
A7 CHECK CIRCUIT 33 (W/PK) FOR AN OPEN BATTERY FEED TO CLUTCH PEDAL
POSITION (CPP) SWITCH

Clutch Pedal Position
Switch

Measure the voltage between the clutch pedal position (CPP)
switch connector C261 Pin 1 and a clean chassis ground.

Yes
GO to A8.

No
REPAIR the open in Circuit 33 (W/PK). TEST the system for normal
operation.
A8 CHECK FOR CONTINUITY AT THE CLUTCH PEDAL POSITION (CPP) SWITCH

Press the clutch pedal.

Measure the resistance across clutch pedal position (CPP) switch
Terminals 1 and 2.

Yes
GO to A9.

No
INSTALL a new clutch pedal position (CPP) switch. TEST the system
for normal operation.
A9 CHECK CIRCUIT 1093 (T/R) AUTOMATIC TRANSMISSION OR CIRCUIT 325
(DB/O) FOR AN OPEN

Range (DTR) Sensor (If
equipped)

Measure the resistance at one of the following:
Automatic Transmission DTR sensor connector C1012, Pin
12, Circuit 1093 (T/R)
Manual Transmission CPP switch connector C261, Pin 2,
Circuit 325 (DB/O) and the starter relay

Yes
REFER to Symptom Chart.
Yes
REPAIR the open in Circuit 1093 (T/R) or Circuit 325 (DB/O). TEST

PINPOINT TEST B: THE ENGINE CRANKS SLOWLY
B1 PERFORM THE STARTER LOAD TEST

Perform the starter load test. Refer to Component Tests in this section.

Did the starter pass the load test?
Yes
GO to B2.

No
TEST the batteries. For additional information, REFER to Section 414-01. If
the batteries are OK, GO to B3 .
B2 CHECK THE STARTER CIRCUIT FOR EXCESSIVE RESISTANCE

Perform the voltage drop tests. Refer to Component Tests in this section.

Did the starter circuit pass the voltage drop tests?
Yes
GO to B3.

No
CLEAN the circuit connections as necessary. TEST the system for normal
operation.
B3 PERFORM THE STARTER NO LOAD TEST

Perform the starter no load test. Refer to Component Tests in this section.

Did the starter pass the no load test?
Yes
Slow cranking is caused by excessive engine drag.

No
INSTALL a new starter motor.

PINPOINT TEST C: UNUSUAL STARTER NOISE
C1 CHECK THE STARTER MOTOR MOUNTING

Check for loose starter motor mounting bolts.

Are the starter motor mounting bolts tight?
Yes
GO to C2.

No
TIGHTEN the mounting bolts. For additional information, REFER to
Specifications in this section. TEST the system for normal operations.
C2 CHECK FOR PROPER ENGAGEMENT OF THE STARTER DRIVE

Remove the starter motor.

Inspect the starter drive and flywheel for damage.

Are the starter drive and flywheel OK?
Yes

No
INSTALL a new starter motor and flywheel. TEST the system for normal
operation.

PINPOINT TEST D: THE STARTER SPINS BUT THE ENGINE DOES NOT CRANK
D1 CHECK THE FLYWHEEL

Remove the starter motor.

Inspect the flywheel and the drive pinion for damage or excessive wear.

Is the flywheel or the drive pinion worn or damaged?
Yes
INSTALL a new starter motor and flywheel. TEST the system for normal
operation.

No
GO to D2.
D2 CHECK THE OVERRUNNING CLUTCH

Check the operation of the overrunning clutch. Refer to Component Tests
in this section.

Does the overrunning clutch operate properly?
Yes

No

Component Tests

Starter Motor Load Test
NOTE: The batteries must be fully charged before performing a starter load test.
1. Set the parking brake and shift the transmission into the NEUTRAL position.
2. Remove Fuse 17 from the engine compartment fuse box.
3. Connect the Alternator, Regulator, Battery and Starter Tester (ARBST). Follow the
manufacturer's supplied instructions.
4. Connect a remote starter switch across the starter relay S-terminal and the battery positive
terminal post.
5. Turn the ignition switch to the RUN position.
6. Crank the engine and record the voltmeter reading.
7. Turn the carbon pile control knob until the voltmeter indicates the same reading recorded
during cranking the engine. Record the ammeter reading.
8. Compare the ammeter reading with specifications.

Starter Motor Drive Pinion Test
1. Rotate the pinion drive clockwise and counterclockwise.
2. The pinion drive should free-wheel in one direction and lock to the armature shaft in the
other.
3. If the pinion drive free-wheels in both directions, Install a new starter motor.

Starter Motor No-Load Test
1. Connect a fully charged battery to the starter.
2. Connect the Alternator, Regulator, Battery and Starter Tester (ARBST) as illustrated.
3. Connect a remote starter switch between the starter solenoid Terminal S and the positive
battery terminal post.
4. Press the remote starter switch. The pinion should shift to the crank position and the motor
should run smoothly.
5. While the starter motor is running, record the voltmeter and ammeter readings.
6. The voltage reading should be greater than 11.0 volts and the amperage should be no more
than 170 amps.
7. If voltage is lower than specified or amperage is higher than specified, refer to the results
chart below to determine possible cause and corrective action.

Starter Motor No-Load Test Results
Test Result Probable Source Action to Take
Normal
Current and
Speed
Cranking motor OK. RECHECK the battery, switches
and wiring, including voltage
drop tests, if cranking motor
operation on the engine is slow
or sluggish.
Current Flow
with Test
Circuit Switch
Open
Solenoid contacts stuck
closed.
CARRY OUT the Starter
Solenoid Component Test.
Failure to
Operate with
Very Low or
No Current
Open solenoid winding. CARRY OUT the Starter
Open field circuit. INSTALL a new starter motor.
Open armature coil(s) or
high insulation between
commutator bars.
Broken brush spring(s) or
worn brushes.
Failure to
Operate with
High Current
Frozen bearing, or other
damage to drivetrain.
Direct ground in terminals
or fields.
Low Speed
with High
Current
Excessive friction in
bushings or gear reduction
unit, bent armature shaft or
loose pole shoe, bent
driveshaft.
Shorted armature. INSTALL a new starter motor.
Grounded armature or
fields.
Low Speed
with Normal
(or Low)
Current
High internal electrical
resistance caused by poor
connections, defective
leads or dirty commutator.
Open solenoid winding. CARRY OUT the Starter
Broken brush spring(s) or
worn brushes.
High Speed
with High
Current
Shorted fields. INSTALL a new starter motor.

Starter Motor Motor Feed Circuit Voltage Drop Test
1. This test is performed to determine if slow cranking is caused by high resistance in the starter
motor circuit wiring.
2. The voltage drop test can only be performed with the starter motor on the vehicle.
3. Disconnect the wiring from the fuel shutoff solenoid.
4. Connect the positive lead of the 73 Digital Multimeter to the battery positive (+) post, and
the negative lead to the starter solenoid M-terminal.
5. Connect a remote starter switch between the starter solenoid S-terminal and the positive
6. Press the remote starter switch and record the voltage reading.
7. The voltage reading should be 0.5 volt or less. A reading higher than 0.5 volt indicates high
resistance.
8. Repeat the test on the starter solenoid B-terminal.
9. If the readings are higher than 0.5 volt, remove the wiring from the starter solenoid.
10. Clean and inspect each wire connector and the starter solenoid terminals.
11. Install the wires onto the starter solenoid and retest.
12. If the reading at the starter solenoid M-terminal is still higher than 0.5 volt or the reading at
the B-terminal is lower, carry out the Starter Solenoid Component Test. If no change is
noted, install a new positive battery cable lead.

Starter Motor Motor Ground Circuit Voltage Drop Test
NOTE: A slow cranking condition can also be caused by high resistance in the ground circuit.
1. Disconnect the wiring from the fuel shutoff solenoid.
2. Connect the Digital Volt-Ohmmeter positive lead to the starter motor housing.
3. Connect the Digital Volt-Ohmmeter negative lead to the battery negative (-) terminal.
4. Connect a remote starter switch between the starter solenoid S-terminal and the positive
5. Press the remote starter switch and record the voltage reading.
6. The voltage reading should be 0.2 volt or less. If the voltage reading is higher, remove and
clean the negative cable connections at the battery, starter motor and the body.
7. Retest the system. If readings are still higher than 0.2 volt, test each individual negative
cable.

Starter Solenoid
1. Disconnect the battery negative cable.
2. Using the Digital Multimeter, check the windings of the solenoid as follows:
Measure the resistance between the starter motor ground terminal and the solenoid
case. The resistance reading should be approximately 0.95 ohms.
An extremely high resistance reading indicates a break or fault in winding continuity.
A very low resistance reading indicates a short or ground in the winding circuit.
Either condition is cause for installation of a new solenoid assembly.

Engine
Manual

Starter Motor
Removal
WARNING: When performing maintenance on the starting system, be aware that heavy
gauge leads are connected directly to the battery. Make sure protective caps are in place when
maintenance is complete.
1. Disconnect the battery ground cable (14301). For additional information, refer to Section
414-01.
2. Raise and support the vehicle. For additional information, refer to Section 100-02.
3. Disconnect the starter motor electrical connections.
1. Remove the nuts (B+and S).
2. Remove the battery cable.
3. Remove the starter solenoid wire.

4. Remove the starter motor ground cable nut and the starter motor ground cable.

5. Remove the starter.
1. Remove the two bolts.
2. Remove the starter.

Installation
WARNING: When performing maintenance on the starting system, be aware that heavy
gauge leads are connected directly to the battery. Make sure protective caps are in place when
maintenance is complete.
1. Install the starter motor.
1. Position the starter motor.
2. Install the two bolts.

2. Connect the starter motor ground cable and install the starter motor ground cable nut.

3. Connect the starter motor electrical connections.
1. Position the battery cable.
2. Position the starter solenoid wire.
3. Install the nuts.

5. Reconnect the battery ground cable. For additional information, refer to Section 414-01.

Engine
Manual

Intake Air Heater ElementVehicles Built After 12/7/98
Removal
1. Open the hood.
414-01.
3. Remove the intake air heater element.
1. Remove the nut.
2. Label and disconnect the electrical lead.
4. Label and disconnect the electrical lead.
5. Remove the intake air heater element and copper washer.

Installation

Engine
Manual

Starter Relay
Removal
WARNING: When repairing the starter motor or performing other underhood work in
the vicinity of the starter motor, be aware that the heavy gauge battery input lead at the
starter solenoid is electrically hot at all times. The protective cap or boot provided over this
terminal must be replaced after maintenance is complete. Make sure to disconnect the battery
ground cable before working on the starter motor.
CAUTION: Do not disconnect the battery (10655) of the vehicle to be started.
Disconnecting the battery could damage the vehicle electronic system.
1. Disconnect the battery ground cable (14301); for additional information, refer to Section
414-01.
2. Remove the relay cover.
3. Disconnect the starter motor solenoid relay switch wires and cables.
2. Disconnect the starter motor relay trigger terminal connector.
3. Remove the starter motor solenoid relay switch terminal nuts.
4. Remove the engine control sensor wire and the generator wire.
5. Remove the battery cables.

4. Remove the starter motor solenoid relay switch (11450).
1. Remove the starter motor solenoid relay switch bolts.
2. Remove the starter motor solenoid relay switch.

Installation
1. WARNING: When performing maintenance on the starting system, be aware that
heavy gauge leads are connected directly to the battery. Make sure protective caps are
in place when maintenance is complete.
NOTE: Disconnect the battery ground cable; for additional information, refer to Section
414-01 for battery reconnect procedure.

Engine
Manual

Intake Air Heater Relay SwitchVehicles Built After 12/7/98
Removal
1. Open the hood.
414-01.
3. Remove the engine cover.
4. Label and disconnect the intake heater relay switch leads. Remove the nuts and the relay.

Installation

SECTION 303-07B:
Glow Plug System

SPECIFICATIONS
Glow Plug System
Glow Plug System
Glow Plug
Glow Plug Relay

SECTION 303-07B: Glow Plug System 1999 F-Super Duty 250-550 Workshop Manual

Glow plug 19 15
Glow plug relay wire retaining nuts 8 71
Glow plug relay retaining nuts 11 8
Glow plug module retaining nuts 11 8


Glow Plug System
Glow Plug System Components

1 12A342 Glow Plug
2 1825931 Glow Plug Relay
3 Mounting Bolt (2 Req'd)
(Part of 12A343)

Glow Plug Relay

Item
Part
Number Description
1 1825931 Glow Plug Relay
2 Battery Feed Post (12 Volt) (Part of 1825931)
3 Glow Plug Control Post from PCM (Part of
1825931)
4 Left Bank Glow Plug Feed Post (Part of
1825931)
5 Left Bank Sensor Feed to PCM (Part of
1825931)
6 Center Post Sensor
(Part of 1825931)
7 Right Bank Sensor Feed to PCM (Part of
1825931)
8 Right Bank Glow Plug Feed Post (Part of
1825931)
9 1825932 Shunt
10 Key Power Feed Post
(Part of 1825931)
The 7.3L diesel engine uses a glow plug system that preheats air in the combustion chamber to
improve cold engine starting.
The system consists of:
intake manifold glow plugs (12A342).
glow plug relay (12A343).
powertrain control module (PCM) (12A650).
engine oil temperature (EOT) sensor.
barometric pressure sensor (BARO sensor) (12A644).
The glow plug system is electronically controlled by the powertrain control module. If the
temperature is below 55C (131F) the powertrain control module will energize the glow plugs
immediately after the key is placed in the ON position. Then, depending on the readings from the
engine oil temperature (EOT) sensor and the barometric pressure (BARO) sensor, the powertrain
control module determines how long the glow plugs will be on.
Glow Plugs PCM-Controlled
The intake manifold glow plugs are located in the cylinder heads (6049), under the valve covers
(6582).
The glow plugs are self-regulating. If the engine oil temperature is above 55C (131F), the
powertrain control module will bulb-check the WAIT TO START lamp but not energize the glow
plug relay.
The powertrain control module protects the glow plugs by energizing them for short durations if the
battery voltage is abnormally high.
The glow plug ON time varies from 0-120 seconds depending on battery voltage, engine oil
temperature and barometric pressure.
On California vehicles the glow plug monitor system is part of the On-Board Diagnostics II (OBD
II) System.
The glow plug monitor (GPM) system is designed to find failed glow plugs or failed wiring in the
glow plug system.
The GPM system uses a low resistance shunt to conduct current to the left and right bank glow
plugs.
Three sensing wires measure the voltage drops across the shunt when the glow plugs are operating.
A failure in the glow plug system will set a diagnostic trouble code (DTC).


Glow Plug System


Glow Plug
1. WARNING: The red-striped wiring harness carries 115 V DC. Severe electrical
shock may be received. Do not pierce.
Remove the valve cover (6582). For additional information, refer to Section 303-01C.
2. Disconnect the electrical connector and remove the glow plug (12A342) from the cylinder
head (6049).

3. Clean and inspect the glow plug tip for damage.


Glow Plug Relay
Removal
1. WARNING: Do not use a screwdriver or similar tool to pry the terminal cover
from the glow plug relay. Battery voltage is present at the terminals.
Disconnect the battery ground cable (14301). On vehicles equipped with dual batteries, refer
to Section 414-01.
2. Remove the glow plug relay terminal cover.
3. Remove the nuts and wiring from the glow plug relay (12A343).

4. Remove the two nuts and the glow plug relay.

5. Inspect the plastic base and relay housing for cracks.
Installation
1. NOTE: On vehicles equipped with dual batteries, refer to Section 414-01 for battery
reconnect procedure.

SECTION 303-12: Intake Air Distribution and
Filtering
Manual

Description Nm Lb-Ft Lb-In
Air cleaner bracketpickup chassis 11-13 98-115
Battery tray/air cleaner assembly 7.3L diesel, vehicles built after 12/7/98 16 12
Air cleaner outlet tube 3-4 31-35
Air cleaner outlet tube to throttle body-Motorhome 8 71
Air cleaner assembly mounting bolts 6 54
Charge air cooler mounting stud bolts 25 19
Charge air cooler inlet/outlet ducts retaining clamps 8 71

Item Specification
Resin CIBA CEICY ARADLITE AV 138M
or equivalent.
Hardener CIBA CEICY HV 998
or equivalent.
Alcan MIG Electrode
Wire
1.20 mm (0.04 in) (3/16 inch) Diameter, 4043 Aluminum Alloy, Aluminum
Wire or equivalent.

Filtering
Manual

Intake Air Distribution and Filtering7.3L Diesel, Vehicles Built After 12/7/98
Air Intake Components 7.3L Diesel Engine

1 10B717 Battery cover
2 Battery
3 9B676 Air inlet tube
4 9C662 Battery tray/air cleaner assy
5 16K007 Inner fender (LH)
6 Air deflector
7 W503932-S426 Bolts (4 req'd)
8 10B648 Battery hold-down wedge

Charge Air Cooler and Components 7.3L Diesel Engine

1 6K786 Clamps (8 req'd)
2 6K889 Compressor manifold
3 6C646 Charge air cooler duct (outlet)
4 W705033-S301 Stud bolts
5 8A349 Radiator upper support
6 8A168 Radiator lower support
7 6K775 Charge air cooler
8 6C646 Charge air cooler duct (inlet)

Filtering
Manual
GENERAL PROCEDURES Procedure revision date: 01/26/2000

Charge Air Cooler Repairs
1. Determine what type of damage has been done to the charge air cooler.
2. Refer to the Charge Air Cooler Cross-Reference Chart to determine if the damage is
repairable and what types can be made.
Condition Action To Take
Tubes torn or cracked. Replace the charge air cooler. Refer to
Charge Air Cooler in this section.
Tubes dented, kinked or bent, resulting in a round edge
(radius less than 1 mm (0.04 in) [1/32 inch]).
Weld or epoxy. Refer to Welding
RepairsTubes or Tube Header J oints
or to Epoxy RepairsTubes or Headers
in this section.
Tubes dented, kinked or bent, resulting in a round edge
(radius greater than 1 mm (0.04 in) [1/32 inch]).
No repair required.
Holes in tubes less than 1 mm (0.04 in) (1/32 inch) in
all directions on tube surface.
Weld or epoxy to fill. Refer to Welding
RepairsTubes or Tube Header J oints
or to Epoxy RepairsTubes or Headers
in this section.
External fins crushed or bent; no more than 1 mm (0.04
in) (1/32 inch) height reduction per fin row and the
sidemember-to-sidemember dimension is within
specification (687 mm [26-3/4 inch]).
No repair required.
External fins pushed in with no tearing. Straighten the fins.
External fins pushed in with tearing less than 10 mm
(0.4 in) (3/8 inch) deep from core face. Also tearing is
less than 20 percent of a given fin row and less than 5
percent of the total fin rows.
Remove loose fin material and
straighten.
External fins pushed in with tearing or more than 10
mm (0.4 in) (3/8 inch) from face core or more than 20
percent of a given row or more than 5 percent of the
total fin row.
Replace the charge air cooler. Refer to
Sidemembers bent or dented. Straighten the sidemember to original
form. If the tubes are dented or the fins
crushed, then straighten.
Sidemember surfaces cracked or broken through. Weld the sidemember. Refer to Welding
RepairsSidemembers in this section.
Headers bent or dented, resulting in three or fewer tube
or tube-to-header leaks, and cracks are less than 2 mm

(0.08 in)(1/16 inch). NOTE: If the crack is less than 1 mm
(0.04 in)(1/32 inch), repair can be made
with epoxy.
Weld the header. Refer to Welding
RepairsTubes or Tube Header J oints in
this section.
Headers bent or dented, with more than three tube or
tube-to-header leaks or a crack width greater than 2
mm (0.08 in)(1/16 inch).
Headers cracked. Replace the charge air cooler. Refer to
Tank walls dented but not cracked or broken through,
and fit and function of cooler is not affected.
No repair required.
Tanks cracked. Crack is no more than 2 mm (0.08
in)(1/16 inch) wide and 20 mm (0.8 in) (3/4 inch) long.
Weld the tanks. Refer to Welding
RepairsTanks in this section.
Tanks cracked. Crack is no more than 2 mm (0.08
in)(1/16 inch) wide or 20 mm (0.8 in)(3/4 inch) long.
Tanks punctured. Hole is no more than 5 mm (0.2
in)(3/16 inch) in all directions on tank surface.
Weld the tanks. Refer to Welding
RepairsTanks in this section.
Tanks punctured. Hole is more than 5 mm (0.2 in)(3/16
inch) in any direction on tank surface.
Tank-to-header welds cracked or porous.
CAUTION: Repair welds must not
start or stop where a production weld
ends.
Weld. Refer to Welding RepairsTubes
or Tube Header J oints in this section.
Threads stripped in tapped holes. Drill out stripped threads and tap to
accept proper helicoil.
Bosses and mounting brackets cracked or broken off,
but crack or fractured surface does not go into tank
wall.
Weld. Refer to Welding Repairs
Mounting Brackets in this section.
Bosses or mounting brackets cracked or broken off, and
crack goes into tank wall.
Mounting pins or other hardware cracked, broken or
otherwise damaged, and repair will not affect fit,
function or durability.
Repair to original condition.
Mounting pins or other hardware cracked, broken or
otherwise damaged, and repair will not affect fit,
function or durability.
Welding RepairsTanks
1. All surfaces to be welded must be free of all paint, oil, grease, water and other foreign matter
in the area so the weld repair will adhere to the bare aluminum and will not be contaminated.
2. Heat the crack(s) to chase the ends until they stop.
3. Weld-fill the crack and continue the bead approximately 25 mm (1 in) past the ends of the
crack.
Use a suitable MIG welder.
4. Wire brush and grind any excess weld material to blend the weld with the tank surface.
5. Clean the charge air cooler.
Welding RepairsSidemembers
2. Cut a V-shaped groove along the length of the crack to a depth equal to the member
thickness.
3. Weld-fill the groove.
4. Wire brush and grind any excess weld material to provide a flat surface.
Welding RepairsMounting Brackets
2. CAUTION: Care must be taken not to melt the fins or the tube-to-header braze
joint. If welding near the core, shield the core with a large steel plate. This will protect
it from sparks and weld splatter and will act as a heat sink.
Tack weld the bracket in place.
This will retain the bracket in its correct orientation.
3. Weld the bracket in place.
4. Allow the bracket to air-cool.
5. Check the bracket alignment.
Welding RepairsTubes or Tube Header Joints
2. Weld the tube or tube header joint.
Use Alcan MIG Electrode Wire, 1.20-mm (3/16-inch) diameter, 4043 aluminum
alloy, aluminum wire or equivalent.
Epoxy RepairsTubes or Headers
in the area so the epoxy will adhere to the bare aluminum.
2. Apply epoxy to the damaged tube or header.
Use only a high-temperature epoxy
Use resin CIBA GEIGY ARADLITE AV 138M and hardener CIBA GEIGY
HV 998 or equivalents.
The mix and cure instructions on the products must be strictly adhered to.
Cleaning After Weld or Epoxy RepairsPower Flushing
1. Orient the charge air cooler so that the tank containing the repair or closest to the repair point
is at the bottom.
2. Power flush the charge air cooler from the opposite tank at the top.
Power flush with water at a rate of 0.06 in (1.5 mm) per second for 3 minutes.
3. Invert the charge air cooler.
4. Power flush the charge air cooler in the opposite direction.
Power flush with water at a rate of 1.5 mm (0.06 in) per second for 3 minutes.
5. Drain all of the water from the charge air cooler and allow it to air-dry.
6. NOTE: A leak test must be performed on all repairs prior to painting or installing the charge
air cooler.
Leak test the charge air cooler.
Cleaning After Weld or Epoxy RepairsAlternate Method
1. Lay the charge air cooler flat with the inlet and outlet ports pointing up.
2. Fill the charge air cooler to 40 percent of its volume with water.
3. Agitate the charge air cooler by hand for at least 10 minutes.
4. Drain the water from the charge air cooler.
5. Repeat Steps 1 through 4 until no debris is found in the flushing water.
6. Allow the charge air cooler to air-dry.
7. NOTE: A leak test must be performed on all repairs prior to painting or installing the charge
air cooler.
Leak test the charge air cooler.
Leak TestCharge Air Cooler
1. NOTE: To ensure proper performance, all repaired charge air coolers must be leak tested
and pressure checked prior to painting or installing into the vehicle.
Install an air pressure gauge in one port of the charge air cooler.
2. Install a stop/air supply in the other port.
3. Apply 50 psig of air pressure.
4. Reduce air pressure to 29 psig.
5. Let the charge air cooler stand for a few minutes and note any loss in pressure.
If the pressure loss exceeds 1.5 psig per minute, repair the leak.
6. Replace the charge air cooler if there is any permanent distortion.

Filtering
Manual

Charge Air Cooler
Removal
1. Remove the radiator; refer to Section 303-03.
2. NOTE: Both the inlet and the outlet ducts are removed the same way. Only the outlet duct is
shown.
Remove the inlet and outlet ducts from the charge air cooler.
2. Remove the ducts from the charge air cooler.

3. Remove the two stud bolts.

4. Remove the charge air cooler.

Installation

SECTION 303-14B:
Electronic Engine Controls Diesel Engine

SPECIFICATIONS
Electronic Engine Controls
Electronic Engine Controls - Vehicles Built After 12/7/98
GENERAL PROCEDURES
Wastegate Control Solenoid Adjustment
Camshaft Position (CMP) Sensor
Powertrain Control Module (PCM)
Injector Driver Module (IDM)
Engine Coolant Temperature (ECT) Sensor
Manifold Absolute Pressure (MAP) Sensor
Barometric Pressure (BARO) SensorVehicles Built Before 12/7/98
Intake Air Temperature (IAT) Sensor
Accelerator Pedal Position (APP) Sensor
Idle Validation Switch
Oil Temperature Sensor
Exhaust Back Pressure Sensor
Exhaust Back Pressure Solenoid
Wastegate Control Solenoid

SECTION 303-14B: Electronic Engine Controls
Diesel Engine
Workshop Manual

Engine Coolant Temperature (ECT) Sensor 7.3L 16-24 12-18
Powertrain Control Module (PCM) Electrical Connector Bolt 7 62
Injector Driver Module (IDM) Mounting Bolts 5 45
Powertrain Control Module (PCM) Mounting Screws 8 71
Injector Driver Module Electrical Connector Retaining Bolt 6 54

Diesel Engine
Workshop Manual

The electronic engine controls consist of the components shown in the following illustration. For
further component description and operation, refer to the Powertrain Control/Emissions Diagnosis
(PC/ED) manual.
Electronic Engine Controls Diesel Engines

Item
Part
Number Description
1 12A650 Powertrain Control Module
2 12A697 Intake Air Temperature Sensor
3 6B288 Camshaft Position Sensor
4 12A648 Engine Coolant Temperature Sensor
5 9C968 Fuel Pressure Regulator
6 12A644 Barometric Pressure Sensor
7 12B599 Injector Driver Module
8 9F838 Injection Control Pressure Sensor
9 9J 460 Exhaust Back Pressure Sensor
10 9F479 Manifold Absolute Pressure Sensor
11 Exhaust Back Pressure Regulator (EPR)
(Part of 6N639)
12 Idle Validation Switch
(Part of 9F836)
13 Accelerator Pedal Position Sensor (Part of
9F836)

Diesel Engine
Workshop Manual

Electronic Engine ControlsVehicles Built After 12/7/98
The electronic engine controls consist of the components shown in the following illustration. For
further component description and operation, refer to the Powertrain Control/Emissions Diagnosis
(PC/ED) manual.
Electronic Engine Controls Diesel Engines

Item
Part
Number Description
1 12A650 Powertrain control module (PCM)
2 12A697 Intake air temperature (IAT) sensor
3 6B288 Camshaft position (CMP) sensor
4 Engine oil temperature (EOT) sensor
5 9L968 Injection pressure regulator (IPR) valve
6 12B599 Injector driver module (IDM)
7 9F838 Injection control pressure (ICP) sensor
8 9J 460 Exhaust back pressure sensor
9 9F479 Manifold absolute pressure (MAP) sensor
10 Exhaust back pressure regulator (EPR)
(part of 6N639)
11 Idle validation switch
(part of 9F836)
12 Accelerator pedal position (APP) sensor (part of
9F836)

Diesel Engine
Manual


Diesel Engine
Workshop Manual
GENERAL PROCEDURES Procedure revision date: 01/26/2000

Wastegate Control Solenoid Adjustment
Adjustment
CAUTION: Failure to follow this procedure exactly as outlined can cause the
turbocharger to overboost resulting in severe damage to the turbocharger or the engine.
NOTE: The adjustment procedure can be performed on-vehicle. This procedure is performed with
the turbocharger removed from the vehicle for clarity purposes only.
1. Disconnect the pressure line from the wastegate control solenoid.
2. Install the adjustment rod end onto the wastegate control solenoid, if removed.

3. Press the wastegate crank toward the wastegate control solenoid.

4. Using the pressure pump apply 34.5 kPa (5 psi) of pressure to the actuator diaphragm.

5. Turn the adjustment rod until the adjustment eye slips over the wastegate crank pin with no
resistance.

6. Install the clip.

7. Release and reapply the 34.5 kPa (5 psi) of pressure to the control solenoid to verify
wastegate operations.
8. Tighten the adjustment rod set nut to prevent the wastegate from loosing its adjustment.

9. Disconnect the pressure pump and attach the pressure lines to the wastegate control solenoid.

Diesel Engine
Workshop Manual

Camshaft Position (CMP) Sensor
Removal
1. CAUTION: Make sure the ignition switch is in the OFF position prior to working
on the electronic engine controls.
Turn the ignition switch to the OFF position.

2. Disconnect the wiring at the camshaft position sensor (CMP sensor) (6B288).
3. Remove the retaining bolt and the sensor.
Installation
1. NOTE: On vehicles equipped with dual batteries, for additional information, refer to Section

Diesel Engine
Workshop Manual

Powertrain Control Module (PCM)
Removal
1. CAUTION: Always disconnect the battery ground cable (14301) prior to working
Disconnect the battery ground cable. On vehicles equipped with dual batteries, for additional
information, refer to Section 414-01.
2. Disconnect the wiring harness.
1. Loosen the bolt.
2. Remove the wiring harness.

3. Remove the powertrain control module (PCM) (12A650).
2. Remove the cover.
3. Remove the powertrain control module.

Installation
1. NOTE: On vehicles equipped with dual batteries, for additional information, refer to Section

Diesel Engine
Workshop Manual

Injector Driver Module (IDM)
Removal
1. WARNING: Electric shock. High voltage wires are inside the red-striped wire
harness. You may receive a severe electrical shock if the wires are pierced. Do not
pierce.
CAUTION: Do not pierce engine electrical wires or damage to the harness can
occur.
CAUTION: Make sure the ignition switch is in the OFF position prior to working
3. Remove the driver side splash guard.
2. Remove the splash guard.

4. Remove the module.
1. Loosen the connector bolt.
2. Remove the wire connector.
3. Remove the two retaining bolts.
4. Remove the module.

Installation

Diesel Engine
Workshop Manual

Engine Coolant Temperature (ECT) Sensor
Removal
2. Partially drain the cooling system; for additional information, refer to Section 303-03.
3. Disconnect the electrical connector. Remove the water temperature indicator sender unit
from the engine front cover.

Installation

Diesel Engine
Workshop Manual

Manifold Absolute Pressure (MAP) Sensor
Removal
2. Remove the manifold absolute pressure (MAP) sensor.
1. Disconnect the pressure line.
3. Remove the two mounting screws.

Installation

Diesel Engine
Workshop Manual

Barometric Pressure (BARO) SensorVehicles Built Before 12/7/98
Removal
2. Disconnect the barometric pressure sensor electrical connector.

3. Remove the barometric pressure sensor (BARO sensor) (12A644).
Installation

Diesel Engine
Workshop Manual

Intake Air Temperature (IAT) Sensor
Removal
2. Disconnect the electrical connector from the intake air temperature sensor (IAT sensor)
(12A697).

3. Rotate the intake air temperature sensor 1/4 turn counterclockwise and pull outward.

Installation

Diesel Engine
Workshop Manual

Accelerator Pedal Position (APP) Sensor
1. NOTE: The accelerator pedal (APP) position sensor is not serviced separately.
Replace the accelerator pedal assembly if the APP position sensor requires service; for

Diesel Engine
Workshop Manual

1. NOTE: The idle validation switch is not serviced separately.
Replace the accelerator pedal assembly if the idle validation switch requires service; for

Diesel Engine
Workshop Manual

Oil Temperature Sensor

Special Tool(s)

Oil Suction Gun
303D104 (D94T9000A) or
Equivalent
Removal
2. Remove the plug. Using special tool 303D104 (D94T-9000A) draw the oil from the high-
pressure oil pump reservoir.

3. Disconnect the engine oil temperature (EOT) sensor electrical connector. Remove the EOT
sensor.

Installation
Fill the high pressure oil pump reservoir with clean engine oil before installing the
plug.

Diesel Engine
Workshop Manual

Exhaust Back Pressure Sensor
Removal
2. NOTE: The fan and fan clutch are removed for clarity.
Remove the exhaust back pressure sensor.
2. Loosen and remove the sensor from the mounting bracket.

Installation

Diesel Engine
Workshop Manual

Exhaust Back Pressure Solenoid
Removal
303-04D.
2. NOTE: The turbocharger is removed for clarity only.
Remove the exhaust back pressure solenoid.
2. Remove the bolt and the retaining bracket.
3. Remove the exhaust back pressure solenoid.

Installation
Lubricate the O-ring seals with clean engine oil prior to installing the exhaust back
pressure solenoid.

Diesel Engine
Workshop Manual

Wastegate Control Solenoid
Removal
1. Remove the turbocharger; for additional information, refer to Section 303-04D.
2. Disconnect the adjustment rod from the wastegate crank.
1. Remove the clip.
2. Remove the adjustment rod.

3. Remove the two lock nuts and the wastegate control solenoid.

Installation

Powertrain Control/Emissions Diagnosis
1999
On Board Diagnostics II Diesel

1999 PCED On Board Diagnostics II Diesel Introduction

Introduction
Note: The descriptions and specifications contained in this manual were in effect at the time this
manual was approved for printing. Ford Motor Company reserves the right to discontinue models at
any time, or change specifications or design without notice and without incurring obligation.

Important Safety Notice
Appropriate service methods and procedures are essential for the safe, reliable operation of all motor
vehicles as well as the personal safety of the individual doing the work. This manual provides
general directions for performing service with tested, effective techniques. Following them will help
assure reliability.
There are numerous variations in procedures, techniques, tools, and parts for servicing vehicles, as
well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such
variations and provide advice or cautions as to each. Accordingly, anyone who departs from the
instructions provided in this manual must first establish that he compromises neither his personal
safety nor the vehicle integrity by his choice of methods, tools or parts.
Notes, Cautions, and Warnings
As you read through the procedures, you will come across NOTES, CAUTIONS and WARNINGS.
Each one is there for a specific purpose. NOTES give you added information that will help you to
complete a particular procedure. CAUTIONS are given to prevent you from making an error that
could damage the vehicle. WARNINGS remind you to be especially careful in those areas where
carelessness can cause you personal injury. The following list contains some general WARNINGS
that you should follow when you work on a vehicle.
Always wear safety glasses for eye protection
Use safety stands whenever a procedure requires you to be under the vehicle.
Make sure that the ignition switch is always in the OFF position, unless otherwise required
by the procedure.
Set the parking brake when working on the vehicle. If you have an automatic transmission,
set it in PARK unless instructed otherwise for a specific operation. If you have a manual
transmission, it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless
instructed otherwise for a specific operation. Place wood blocks (4" x 4" or larger) against
the front and rear surfaces of the tires to help prevent the vehicle from moving.
Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide
poisoning.
Keep yourself and your clothing away from moving parts when the engine is running,
especially the drive belts.
To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust
manifold, tail pipe, three-way catalytic converter and muffler.
Do not smoke while working on a vehicle.
To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing
before beginning to work on a vehicle.
When it is necessary to work under the hood, keep hands and other objects clear of the
radiator fan blades!

Where To Begin Diagnostics
To begin Diagnostics refer to Section 3 depending on the type of vehicle as listed below. This
section contains the necessary information for establishing a systematic approach to diagnostics.
Vehicles Diagnosed:
Light Trucks
7.3L Diesel Econoline
1999 7.3L Diesel Super Duty Series F250, F350, F450, F550, Motor Home.

How To Use The Diagnostic Procedures
Use the information about the vehicle drivability or emission concern (from the service
write-up, Customer Information Worksheet, etc.) to attempt to verify/re-create the symptom.
Look for any vehicle modifications or aftermarket items that may contribute to the symptom.
A check of any applicable TSBs or OASIS messages may be useful, if this information is
available.
Refer to the Symptom Index (Section 3) and select the symptom that best describes the
vehicle symptom. (For multiple symptoms, select the one that is most noticeable.)
Go to the Symptom Chart indicated in the Symptom Index.
Begin the Chart at step number "1."
Follow the instructions in the step (including Preliminary Checks, etc.)
If the step contains a test procedure or question (without a reference outside the step),
perform the test step/answer the question and continue as directed.
If the step sends you to a specific area for testing (for example Hard Start/No Start
Procedures, a Pinpoint Test Step in this manual or a Workshop Manual group), go to
the procedures. Follow the directions given in those procedures, including directions
to other tests, sections. If a damaged part is found, repair/replace as directed. If no
fault is found, and diagnosis in that area is complete, return to the Symptom Chart
and continue as directed.
During diagnosis, if directed to test a system/component that is not contained on that vehicle,
proceed to the next step.
If the Symptom Chart for the vehicle symptom is completed and no fault is found, return to
the Symptom Index to address the next most prominent symptom.
After service, verify that the vehicle is operating properly and the original complaint is
eliminated.
Note: If a symptom is determined to be intermittent, careful visual and physical underhood
inspection of connectors, wiring harnesses, vacuum lines, and components is required. The
Customer Information Worksheet may contain more detailed symptom information. Before an in-
depth diagnosis begins, start the engine and wiggle wires, tap on components, etc., while listening
for an indication of a concern (such as rpm change or relay clicking).

Information about engine conditions is stored when a Diagnostic Trouble Code (DTC) that lights the
Malfunction Indicator Lamp (MIL) is set.

Preface
This manual provides a step-by-step approach for diagnosing drivability, emission and powertrain
control system symptoms. Before beginning diagnosis, it may be helpful to reference any Technical
Service Bulletins (TSBs) or On-line Automotive Service Information System (OASIS) information
when this is available.
This manual is used in conjunction with the Body, Chassis, Powertrain, Drivetrain Workshop
Manuals and the Wiring Diagrams. The Service Manuals are used to provide additional diagnostics
when directed by this manual. The Workshop Manuals are also used for component removal and
replacement information. Refer to the Wiring Diagrams for vehicle-specific wiring information and
component, connector and splice location.
All references to specific "Groups" refer to groups in the Body, Chassis, Powertrain, Drivetrain
Workshop Manuals. The following is a description of the information contained in each section of
this manual.
Section 1: Description and Operation
This section contains description and operation information on powertrain control systems and
components. This section is designed to give the technician a general knowledge of the powertrain
control system. It should be used when general information about the powertrain control system is
desired, and is rarely referenced from other sections of the manual.
Section 2: Diagnostic Methods
The Diagnostic Methods section contains information on specific diagnostic tasks that are used
during diagnosis. Descriptions of specific diagnostic methods are included, as well as detailed
instructions on how to access or perform the tasks. This section provides the technician with step-by-
step instructions for performing routine diagnostic tasks.
Section 3: Symptom Charts
All diagnosis begins in Section 3 with the Symptom Index. The Symptom Index contains the list of
symptoms addressed in this manual. The Symptom Index will refer the technician to the appropriate
Symptom chart, which guides the technician through diagnosis.
Section 4: Diagnostic Subroutines
Section 4 contains the Hard Start/No Start and Performance Diagnostic Procedures that are used to
obtain quick diagnostic information. This section also contains the Powertrain Diagnostic Trouble
Code (DTC) "Go To" Charts. Section 3 will direct the technician to these tests when required.
Section 5: Pinpoint Tests
All the pinpoint tests are included in Section 5. Never enter a Pinpoint Test unless directed there.
When directed to a Pinpoint Test, always read the information and look at the schematic included at
the beginning of the Pinpoint Test.
Section 6: Reference Values
Section 6 contains the Control System Diagnostic Sheet Reference Chart.

1999 PCED On Board Diagnostics II Diesel SECTION 1: Description and Operation

Diesel Vehicle Emission Control Information
Decal
Each vehicle has a decal (Figure 1) and (Figure 2) containing emission control information that
applies specifically to the vehicle and engine.

Figure 1: Typical Vehicle Emission Control Information Decal for 49-States Vehicles

Figure 2: Typical Vehicle Emission Control Information Decal for California Vehicles
The emission decal shows the model year, engine displacement, rated horsepower, fuel rate and idle
speed.
Decal Location
Location of the decal will be on the RH valve cover.
Engine Calibration Identification
Use the NGS Tester to interpret the calibration code.
1. MODEL YEAR

This number represents the model year in which the Calibration was first introduced (the
model year 1999).
2. CALIBRATION DESIGN LEVEL

Represents the design level assigned to the engine.
3. CALIBRATION REVISION LEVEL

Represents the revision level of the calibration. These numbers will advance as revisions
occur.

SECTION 1: Description and Operation

Diesel Vehicle Emission Control Information
Diesel On Board Diagnostics II System
Overview
Diesel On Board Diagnostics II Monitors
Comprehensive Component Monitor
Glow Plug Monitor
Malfunction Indicator Lamp (MIL)
Diesel Electronic EC System
Diesel Powertrain Control Software
Multiplexing
Standard Corporate Protocol
Flash Electrically Erasable Programmable Read Only Memory
Failure Mode Effects Management
Engine RPM Limiter
Vehicle Speed Limiter
Powertrain Control Module
Keep Alive Random Access Memory (RAM)
Power and Ground Signals
Diesel PCM Inputs
Air Conditioning Pressure Switch
Brake Lamp Switch
Camshaft Position Sensor
Clutch Pedal Position Switch
Intake Air Temperature Sensor
Transmission Control Switch
Vehicle Speed Sensor (Econoline Only)
4x4 Low Switch
Accelerator Pedal Sensor
Exhaust Back-Pressure Sensor
Injection Control Pressure Sensor
Engine Oil Temperature Sensor
Analog Manifold Absolute Pressure Sensor
Barometric Pressure Sensor
Parking Brake Signal Switch
Brake Pressure Applied
Speed Control Command Switches
Injector Driver Module Feedback
Manifold Air Temperature (MAT) Sensor
Diesel PCM Outputs
Injector Driver Module
Exhaust Back Pressure Regulator
Injection Pressure Regulator
Tachometer Output
Glow Plug Relay Control
Glow Plug Light Signal
Manifold Intake Air Heater
Diesel Fuel System
Fuel System
Unit Injector
High Pressure Oil System
Unit Injector Amplifier Piston
Unit Injector Fuel Plunger
Injection Driver Module
PCM Control of Fuel Injection
Engine Timing
Fueling Corrections
Diesel Intake Air Systems
Intake Air System
Diesel Catalyst and Exhaust Systems
Catalytic Converter


Diesel On Board Diagnostics II System

Overview
The California Air Resources Board (ARB) began regulation of On Board Diagnostic (OBD) for
diesel vehicles sold in California beginning with the 1997 model year. OBD II requires monitoring
of emission-related components. The Malfunction Indicator Lamp (MIL) was required to light and
alert the driver of the malfunction and the need for service of the emission control system. The MIL
must be labeled CHECK ENGINE. A fault code or Diagnostic Trouble Code (DTC) is associated
with the MIL identifying the specific area of the fault.
The OBD II system meets government regulations by monitoring the emission control system. When
a system or component exceeds emission thresholds or a component operates outside of tolerance, a
Diagnostic Trouble Code (DTC) will be stored and the Malfunction Indicator Lamp (MIL) will be
illuminated.
The OBD II Monitors detect system faults and initiate DTC setting and MIL activation. Fault
detection strategy and MIL operation are associated with drive cycles. An OBD II pending DTC is
stored in the PCM keep alive random access memory when a fault is first detected. The MIL is
turned on after two consecutive drive cycles with the fault and the DTC is set. The DTC is cleared
after 40 engine warm-up cycles without the fault being detected once the MIL is turned off. Once a
Monitor turns on the MIL, it will require three consecutive drive cycles without a fault for the MIL
to turn off. The operation of each of the OBD II Monitors is discussed in detail within this section.
The On Board diagnostic computer program in the Electronic EC Powertrain Control Module (PCM)
coordinates the OBD II self-monitoring system. This program controls all the monitors and
interactions, DTC and MIL operation, Freeze Frame data and scan tool interface.
Freeze Frame data describes stored engine conditions such as state of the engine rpm and load at the
point the first fault is detected. This data is accessible with the scan tool to assist in repairing the
vehicle.
OBD II Inspection Maintenance (IM) Readiness DTC P1000 indicates that not all of the OBD II
monitors have been completed since the PCM's keep alive random access memory was last cleared.
In certain states, it may be DTC P1000 cannot be present in order to purchase a vehicle license. To
erase DTC P1000 from the PCM operate the vehicle until it is erased or use the manufacturer's
specified drive cycle.
The On Board Diagnostic System is comprised of the Comprehensive Component Monitor, Glow
Plug Monitor and Misfire Detection Monitor.

Diesel On Board Diagnostics II Monitors
This section provides a general description of each OBD II monitor. In these descriptions, the
monitor strategy, hardware, testing requirements and methods are presented together to provide an
overall understanding of each monitor operation. An illustration for each monitor is also provided to
aid in the description. These illustrations should be used as typical examples and are not intended to
represent all the possible configurations.
Each illustration depicts the Powertrain Control Module (PCM) as the main focus with the primary
inputs and outputs for each monitor. The icons to the left of the PCM represent the inputs used by
each of the monitor strategies to enable or activate the monitor. The components and subsystems to
the right of the PCM represent the hardware and signals used while performing the tests and the
systems being tested. The Comprehensive Component Monitor illustration has numerous
components and signals involved and is shown generically. When referring to the illustrations,
match the numbers to the corresponding numbers in the monitor descriptions for a better
comprehension of the monitor and associated Diagnostic Trouble Codes (DTCs).
These monitor descriptions are intended as general information only.
Deviations From Standard Gasoline Implementation of OBD II
1. The Parameter IDs (PID) that are supported according to OBD II regulations are limited to:
Calculated Load Value, MAP, VSS, IAT, and Engine Speed. Values for the other parameters
are not accurate and are defaulted.
2. The Freeze Frame supports the following limited list of parameters: Freeze Frame Related
Trouble Code, MAP, VSS and Engine Speed. Values for the other parameters are not
representative and are defaulted.
3. Readiness (i.e.: all monitors complete) is based on diagnostics for the following 7.3L diesel
engine systems:
Comprehensive Component Monitor (CCM)
Misfire Detection Monitor
The glow plug monitor is part of the comprehensive component monitor.

Readiness is based on every OBD II code (component) having run sufficiently to have found
a fault without regard to whether or not a fault exists.
4. The drive cycle provided in Section 2 is used to clear a P1000 code. Note that the diesel
differs substantially from the gasoline system.
5. Unlike Ford gasoline vehicles, the OBD II command to Clear Codes will ONLY clear the
OBD II system. Clearing codes from the vehicle specific menu will clear BOTH the
manufacturer/vehicle specific codes and the OBD II codes. These icons are used in the
illustrations of the OBD II monitors and throughout this section.

Comprehensive Component Monitor
The Comprehensive Component Monitor (CCM) is an on-board strategy designed to monitor a fault
in any electronic component or circuit that provides input or output signal to the Powertrain Control
Module (PCM) and is not exclusively monitored by another monitor system. Inputs and outputs are
considered inoperative when a failure exists due to a lack of circuit continuity, out-of-range value, or
a failed rationality check.
The CCM covers many components and their circuits. The tests vary depending on the hardware,
function, and type of signal. For example, analog inputs are typically checked for opens, shorts, out
of range values and rationality. This type of monitoring is performed continuously. These tests may
require the monitoring of several components and can only be performed under the appropriate test
conditions. Outputs are checked for opens and shorts by monitoring the Output State Monitor (OSM)
or circuit associated with the output driver when the output is energized or de-energized. Other
outputs, such as relays, require additional OSM circuits to monitor the secondary side of the
component. Some outputs are also monitored for the proper function by observing the reaction of the
control system to a given change in the output command. An example of this would be the Injection
Pressure Regulator (IPR) Valve.
In general, the CCM covers a broad range of individual component and circuit checks and testing is
performed under various conditions. The CCM is enabled after the engine is started. Certain
conditions are required before some components can be tested totally complete. A Diagnostic
Trouble Code (DTC) is stored in continuous memory when a fault is determined, and the
Malfunction Indicator Lamp (MIL) is activated if the fault detected affects emissions. Most of the
CCM Monitor tests are also performed during on demand self-test.
The following is an example of some of the input and output components monitored by the CCM.
The components monitored may belong to the engine, transmission or any other PCM supported
subsystem.
1. Inputs:

Engine Oil Temperature, Accelerator Position Sensor (AP), Camshaft Position (CMP),...
2. Outputs:

Injection Pressure Regulator, Fuel Delivery Command Signal (FDCS), Shift Solenoid (SS),
Torque Converter Clutch (TCC),...
3. The MIL is activated after a fault is detected on two consecutive drive cycles, if the fault
detected affects emissions.

Figure 3: Comprehensive Component Monitor

Glow Plug Monitor
A diesel engine calibrated for California utilizes a Glow Plug Monitor (GPM) system designed to
locate failed glow plugs or failed wiring in the glow plug system. Diagnostic Trouble Codes (DTCs)
indicate which bank has failed glow plugs or failed glow plug wiring.
The GPM system uses a one piece conductor with two low resistance shunts. One shunt conducts
current to the glow plugs in the left cylinder head and the other shunt conducts the current for the
right cylinder head. Three sensing wires measure the voltage drops across the shunts when the glow
plugs are operating (the voltage drops are proportional to the current in the shunt). The voltage drops
are measured after the glow plug current stabilizes (approximately 30 seconds). Therefore, this
system only checks glow plug operation when oil temperature and/or altitude conditions cause the
glow plugs to stay on for 30 seconds or more and system voltage is between 11.5 and 14.0 volts.

During the KOER Glow Plug Monitor Test the glow plugs will be commanded on until the monitor
is complete and will operate independent of oil temperature or altitude.
The GPM also checks the sensing wires for out of range readings. These checks indicate a shorted or
open sensing wire, or a glow plug relay failure by setting DTCs. The DTCs are stored in continuous
memory when a fault is determined, and the Malfunction Indicator Lamp (MIL) is illuminated on the
second drive cycle if an OBD II fault is detected.
The glow plug relay coil is checked for opens or shorts as part of Comprehensive Component
Monitoring.
The following is an example of some of the input and output components monitored by the GP
monitor. The components monitored belong to the engine system.
1. Inputs:

Engine Oil Temperature, Barometric Pressure Sensor (BARO), ...
2. Outputs:

Glow Plug Relay (GPR), Glow Plugs
3. The MIL is activated after a fault is detected on two consecutive drive cycles, if the fault
detected affects emissions.

Figure 4: Glow Plug Monitor


Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) alerts the driver that the Powertrain Control Module (PCM)
has detected an OBD II emission-related component or system fault. When this occurs, an OBD II
Diagnostic Trouble Code (DTC) will be set.
The MIL is located on the instrument panel and is labeled CHECK ENGINE.
Power is supplied to the MIL whenever the ignition switch is in the RUN or START
position.
The MIL will remain on in the RUN/START mode as a bulb check until the CKP signal is
detected.
The light may also be on due to a short to ground of the MIL circuit.
An engine, with federal calibration, operating in the Failure Mode Effects Management
(FMEM) will cause the MIL to be on.
To turn off the MIL after a repair, a clear code command from the Scan Tool must be sent.
For any MIL concern, go to Section 3 , Symptom Charts.


Diesel Electronic EC System
Overview
The Electronic Engine Control (EC) system provides optimum control of the engine and
transmission through the enhanced capability of the Powertrain Control Module (PCM). The
Electronic EC also has an on-board diagnostics monitoring system (On Board Diagnostics II) with
features and functions to meet federal regulations on exhaust emissions.
The Electronic EC system has two major divisions: hardware and software. The hardware includes
the Powertrain Control Module (PCM), Injection Drive Module (IDM), sensors, switches, actuators,
solenoids, and interconnecting terminals. The software in the PCM provides the strategy control for
outputs (engine hardware) based on the values of the inputs to the PCM. Electronic EC hardware and
software are discussed in this section.
The PCM receives information from a variety of sensor and switch inputs. Based on the strategy and
calibration stored within the memory chip, the PCM generates the appropriate output. The system is
designed to minimize emissions and optimize fuel economy and driveability. The software strategy
controls the basic operation of the engine and transmission, provides the OBD II strategy, controls
the Malfunction Indicator Lamp (MIL), communicates to the scan tool [New Generation Star (NGS),
etc.] via the Data Link Connector (DLC), allows for Flash Electrically Erasable Programmable Read
Only Memory (FEEPROM), fuel trim, and controls Failure Mode Effects Management (FMEM).
Modifications to OBD II Vehicles
Modifications or additions to the vehicle may cause incorrect operation of the OBD II system.
Burglar alarms, cellular telephones and CB radios must be carefully installed. Do not install these
devices by tapping into or running wires close to powertrain control system wires or
components.


Diesel Powertrain Control Software

Multiplexing
The increased number of modules on the vehicle dictate a more efficient method of communication.
Multiplexing is the process of communicating several messages over the same signal path. This
process allows multiple modules to communicate with each other through the signal path
(BUS+/BUS-). Modules communicate with the Powertrain Control Module using Standard
Corporate Protocol (SCP) which determines the priority in which the signals are sent. (Refer to
Standard Corporate Protocol for more information.)

Standard Corporate Protocol
The Standard Corporate Protocol (SCP) is a communication language used by Ford Motor Company
for exchanging bi-directional messages (signals) between stand-alone modules and devices. Two or
more signals can be sent over one circuit.
Included in these messages is diagnostic data that is output over the BUS +and BUS - lines to the
Data Link Connector (DLC). This information is accessible with a scan tool. Information on this
equipment is described in Section 2 , Diagnostic Methods.

Flash Electrically Erasable Programmable Read Only Memory
The Flash Electrically Erasable Programmable Read Only Memory (FEEPROM) is an Integrated
Circuit (IC) within the PCM. This integrated circuit contains the software code required by the PCM
to control the powertrain. One feature of the FEEPROM is that it can be electrically erased and then
reprogrammed without removing the PCM from the vehicle. If a software change is required to the
PCM, the module no longer needs to be replaced, but can be reprogrammed at the dealership through
the Worldwide Diagnostic System (WDS) or New Generation Star (NGS) Tester. The
reprogramming is done through the DLC.

Failure Mode Effects Management
Failure Mode Effects Management (FMEM) is an alternate system strategy in the PCM designed to
maintain vehicle operation if one or more sensor inputs fail.
When a sensor input is perceived to be out-of-limits by the PCM, an alternative strategy is initiated.
The PCM substitutes a fixed value and continues to monitor the incorrect sensor input. If the suspect
sensor operates within limits, the PCM returns to the normal engine running strategy.
FMEM operation will result in Continuous Memory DTCs during normal engine operation and when
performing Key On Engine Running Self-Test Mode.

Engine RPM Limiter
The Powertrain Control Module (PCM) limits engine rpm by cutting off fuel whenever an engine
rpm overspeed (3500 rpm) condition is detected. The purpose of the engine rpm limiter is to prevent
damage to the powertrain.

Vehicle Speed Limiter
In most applications, a diesel engine equipped vehicle is limited to a maximum speed of
approximately 150 km/hr (95 mph). In certain applications (Ryder), the calibration is adjusted to
limit maximum speed to 105-115 km/hr (65-70 mph).

Powertrain Control Module
The center of the Electronic EC system is a microprocessor called the Powertrain Control Module
(PCM). The PCM has a 104-pin electrical connector. The PCM receives input from sensors and
other electronic components (switches, relays, etc.) and places this information in RAM or Keep
Alive RAM. Based on information programmed into its memory (ROM), the PCM generates output
signals to control various relays, solenoids and actuators.

Keep Alive Random Access Memory (RAM)
The PCM stores information in Keep Alive RAM (a memory integrated circuit chip) about vehicle
operating conditions, and then uses this information to compensate for component variability. Keep
Alive RAM remains powered when the vehicle key is off so that this information is not lost.

Power and Ground Signals
Vehicle Power
When the key is turned to the start or run position, battery positive voltage (B+) is applied to the coil
of the Electronic EC Power Relay. Since the other end of the coil is wired to ground, this energizes
the coil and closes the contacts of the Electronic EC Power Relay. Vehicle power (VPWR) is now
sent to the PCM and the Electronic EC System as VPWR.
Vehicle Reference Voltage
The Vehicle Reference Voltage (VREF) is a positive voltage (about 5.0 volts) that is output by the
PCM. This is a consistent voltage that is used by the three-wire sensors.
Signal Return
The Signal Return (SIG RTN) is a dedicated ground circuit used by most Electronic EC sensors and
some other inputs.
Power Ground
Power Ground (PWR GND) is an electric current path return for VPWR voltage circuit. The purpose
of the PWR GND is to maintain sufficient voltage at the PCM.
Gold-Plated Pins
Some engine control hardware components have gold-plated pins on the connectors and mating
harness connectors to improve electrical stability for low draw current circuits and to enhance
corrosion resistance. The Electronic EC components equipped with gold terminals will vary by
vehicle application.
Note: Damaged gold terminals should only be replaced with new gold terminals.


Diesel PCM Inputs

Air Conditioning Pressure Switch
The A/C Pressure Switch (ACPSW) (Figure 5) is used for additional A/C system pressure control.
The ACPSW is either dual function for two speed electric fan applications or single function for all
others. The ACPSW is also referred to as the Refrigerant Containment Switch (single function) or
Refrigerant Containment/Fan Function Switch (dual function).
For refrigerant containment control, the normally closed high pressure contacts open at a
predetermined A/C head pressure. This turns off the A/C by opening the A/C demand circuit,
preventing the A/C pressure from rising to a level that would open the A/C High Pressure Relief
Valve.
For fan function control, the normally open medium pressure contacts close at a predetermined A/C
head pressure. This grounds the ACPSW circuit input to the PCM. The PCM will then turn on the
high speed fan to help reduce the pressure.
For additional information, refer to the Service Manual Electrical Group, Ventilation/Climate
Control Section.

Figure 5: Air Conditioning Pressure Switch (ACPSW)

Brake Lamp Switch
The Brake Lamp Switch (Figure 6) signals the PCM with a battery positive voltage (B+) signal
whenever the vehicle brake pedal is applied.
The signal informs the PCM to disengage the torque converter clutch and speed control.
If all the stoplamp bulbs are burned out (open), a high voltage is present at the PCM due to a pull-up
resistor in the PCM. This provides fail-safe operation in the event the circuit to the Brake Lamp
switch has failed.

Figure 6: Brake Lamp Switch

Camshaft Position Sensor
The PCM receives engine rotational position information from the Camshaft Position (CMP) sensor
(Figure 7). The CMP is a hall-effect device. It outputs 12 volts to the PCM whenever it detects the
iron of a spoked target wheel in front of it, and it outputs 0 volts whenever it detects the space
between the spokes. The target wheel spokes and spaces are each 15 crank degrees, except for
narrow spoke which indicates cylinder No. 1 and a wide spoke which indicates cylinder No. 4 (fires
5th). The NGS PID RPM is generated by the PCM from the CMP signal.

Figure 7: Camshaft Position (CMP) Sensor

Clutch Pedal Position Switch
The Clutch Pedal Position (CPP) switch (Figure 8) is an input to the PCM indicating the clutch pedal
position. The CPP sends battery voltage to the PCM when the clutch is engaged (foot off of pedal)
and zero voltage when the clutch is disengaged (pedal depressed).

Figure 8: Clutch Pedal Position (CPP) Switch

Intake Air Temperature Sensor
The Intake Air Temperature (IAT) Sensors (Figure 9) are thermistor devices in which resistance
changes with temperature. The electrical resistance of a thermistor decreases as the temperature
increases, and increases as the temperature decreases. The varying resistance affects the voltage drop
across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.
Thermistor-type sensors are considered passive sensors. A passive sensor is connected to a voltage
divider network so that varying the resistance of the passive sensor causes a variation in total current
flow.
Voltage that is dropped across a fixed resistor in series with the sensor resistor determines the
voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage
drop across the fixed resistor.
The IAT signal provides air temperature information to the PCM. The PCM uses the air temperature
information to operate the Exhaust Back Pressure (EBP) system and to determine the cold idle
setpoint. During long idle periods at cold ambient temperatures, the setpoint will increase engine
rpm.

Figure 9: Intake Air Temperature (IAT) Sensor

Transmission Control Switch
The Transmission Control Switch (Figure 10) signals the PCM with key power whenever the
transmission control switch is pressed. On vehicles with this feature, the Transmission Control
Indicator Lamp (TCIL) (not shown) lights when the transmission control switch is cycled to
disengage overdrive. The operator of the vehicle controls the position of the transmission control
switch.

Figure 10: Column-Shift Transmission Control Switch

Vehicle Speed Sensor (Econoline Only)
For Econoline, the Vehicle Speed Sensor (VSS) (Figure 11) is a variable reluctance or Hall-effect
type sensor that generates a waveform with a frequency that is proportional to the speed of the
vehicle. If the vehicle is moving at a relatively low velocity, the sensor produces a signal with a low
frequency. As the vehicle velocity increases, the sensor generates a signal with a higher frequency.
The PCM uses the frequency signal generated by the VSS (and other inputs) to control such
parameters as fuel injection, ignition control, transmission/transaxle shift scheduling and torque
converter clutch scheduling.
For F-Series, the VSS signal is generated by the Programmable Speedometer/Odometer Module
(PSOM). The PSOM generates VSS from a speed sensor on the rear axle.

Figure 11: Vehicle Speed Sensor (VSS)

4x4 Low Switch
The 4x4 Low Switch sends a ground signal to the PCM when in 4x4L. This input is used to adjust
the shift schedule.

Accelerator Pedal Sensor
The Accelerator Pedal (AP) sensor provides the PCM with the driver's demand for power. The AP
sensor is a three-wire potentiometer that receives VREF from the PCM and returns a signal to the
PCM directly proportional to the accelerator pedal position. The AP signal is used in calculating fuel
quantity. Also, the AP input is used by the PCM to control the exhaust back-pressure regulator.
A PCM detected fault of the AP sensor will illuminate the Malfunction Indicator Lamp in the
instrument cluster. An AP signal that is detected out of range, high or low, will cause the PCM to
only allow the engine to operate at low idle.

The Idle Validation Switch verifies when the accelerator pedal is in the idle position. This switch
protects against in-range failure of the AP sensor.
A PCM detected fault of the Idle Validation Switch will illuminate the Malfunction Indicator Lamp.
An inoperative Idle Validation Switch detected by the PCM will only allow the engine to run at idle.

Exhaust Back-Pressure Sensor
The Exhaust Back-Pressure sensor is a variable capacitor sensor that is supplied a 5-volt reference
signal by the PCM and returns a linear analog voltage signal that indicates pressure. The Exhaust
Back-Pressure sensor measures the pressure in the RH exhaust manifold. This sensor is used in
conjunction with the exhaust back-pressure regulator to form a closed loop exhaust back-pressure
control system.
The exhaust back-pressure is controlled by the PCM to provide more heat to the coolant for cab
heating when ambient air temperature is below 7 C (45F) and engine oil temperature is below
75C (167F) during low load, low speed operating conditions.
An open or short in the Exhaust Back-Pressure sensor wiring will result in a low out of range voltage
at the PCM, and the PCM will disable Exhaust Back-Pressure control.

Injection Control Pressure Sensor
The Injection Control Pressure sensor is a variable capacitor sensor that is supplied a 5-volt
reference signal by the PCM and returns a linear analog voltage signal that indicates pressure. The
sensor measures the oil pressure in the LH injection rail. PCM uses this information to determine
injection control pressure. The Injection Control Pressure sensor along with the Injection Control
Pressure Regulator form a closed loop fuel pressure control system.
If the PCM detects an inoperative Injection Control Pressure sensor, the PCM will control injection
control pressure from a PCM-estimated injection control pressure.

Engine Oil Temperature Sensor
The Engine Oil Temperature sensor is a thermistor mounted to the oil reservoir whose resistance
decreases as engine oil temperature increases. The Engine Oil Temperature signal is used by the
PCM to calculate fuel quantity, injection timing, glow plug operation and exhaust back-pressure.
At oil temperatures below 50C (122 F), low idle is increased to a maximum of 900 rpm to increase
engine warm-up. Fuel quantity and timing is controlled throughout the total operating range to
provide adequate torque and power.
An Engine Oil Temperature signal detected out of range, high or low, by the PCM will cause the
PCM to assume an engine oil temperature of 20 C (68F) for starting purposes and 100 C (212F)
for operating purposes. The Malfunction Indicator Lamp in the instrument cluster will be illuminated
as long as the fault condition exists.

Analog Manifold Absolute Pressure Sensor
The analog Manifold Absolute Pressure (MAP) sensor is a variable capacitor sensor that is supplied
a 5-volt reference signal by the PCM and returns a voltage signal to the PCM relative to intake
manifold pressure. The sensor voltage increases as pressure increases. The MAP sensor allows the
PCM to determine engine load to calculate fuel quantity. In addition, the MAP signal is used to
control smoke by limiting fuel quantity during acceleration until a specified boost pressure is
obtained.
A MAP signal fault detected by the PCM will cause the PCM to calculate an estimated manifold
pressure based on known engine conditions.

Barometric Pressure Sensor
The Barometric Pressure (BARO) sensor is a variable capacitor sensor that processes a signal
indicating atmospheric pressure. This allows the PCM to compensate for altitude. The PCM uses this
information to calculate injection timing and glow plug control. With the 1999-1/2 model, the
BARO sensor is no longer a stand alone component. It has been incorporated into the PCM.
A BARO sensor fault will result in an out-of-range signal to the PCM. The PCM will assume a
default value of 100 kPa (14.5 psi).

Parking Brake Signal Switch
The Parking Brake Signal switch indicates when the parking brake is applied. The Parking Brake
Signal switch is located under the instrument panel. The Parking Brake Signal switch will deactivate
speed control if the parking brake is applied during speed control operation.

Brake Pressure Applied
The Brake Pressure Applied switch is a hydraulically-actuated pressure switch that senses brake
pressure and provides a back-up to the stoplight switch to deactivate speed control. The switch is
totally independent (mechanically and electrically) from the brake lamp switch. The Brake Pressure
Applied switch actuates after the Stoplight switch actuates. When the brake pedal is depressed, the
switch is open. When the brake pedal is released, the switch is closed. The Brake Pressure Applied
switch is located on the brake master cylinder.

Speed Control Command Switches
The Speed Control Command Switches are momentary switches which are located on the steering
wheel. They consist of one ON-OFF switch and one SET/ACCEL-COAST-RESUME switch. These
switches, when pressed, select one of several resistance values which is sent to the PCM to select
speed control functions.

Injector Driver Module Feedback
The Injector Driver Module (IDM) provides an EF signal to the PCM which confirms that proper
timing/duration of the PCM command was received by the IDM. The EF signal is also used to send
diagnostic information about the IDM and fuel injector circuitry.

Manifold Air Temperature (MAT) Sensor
The PCM receives an intake air temperature from the manifold intake air (MAT) sensor. Based on
this signal the PCM adjusts fuel and timing. The sensor is located in the compressor manifold
downstream from the intercooler.


Diesel PCM Outputs

Injector Driver Module
The Injector Driver Module controls power to the fuel injectors based on information received from
the PCM. The Injector Driver Module receives two digital control signals from the PCM: the Fuel
Delivery Control Signal and the Camshaft Position signal. The Fuel Delivery Control Signal is used
by the Injector Driver Module to control injection timing and injection duration. The CMP signal
provides synchronization to the engine's first and the fifth injector (firing order, cylinders number
one and four). The Injector Driver Module verifies that Fuel Delivery Control Signal and CMP occur
at valid timing intervals for synchronization.

Exhaust Back Pressure Regulator
Exhaust back pressure is controlled to provide more heat to the coolant for cab heating when
ambient air temperature is below 5C (40 F) and engine oil temperature is between -10 C (15F)
and 83C (182F) during low load. At high load, high speed conditions, the back pressure system is
disabled.
The exhaust back pressure regulator solenoid and exhaust back pressure piston are contained in the
turbocharger mounting pedestal. Turbocharger pressurized lube oil is routed to the exhaust back
pressure solenoid. Oil regulated by the exhaust back pressure solenoid actuates the piston which
operates the back pressure valve in the exhaust housing.

Injection Pressure Regulator
The Injection Pressure Regulator controls injection oil pressure. An electrical signal to a solenoid
creates a magnetic field which applies a variable force on a valve servo to control pressure. The
quantity of fuel delivered to the combustion chamber is proportional to injection control pressure.
An open circuit will result in minimum oil pressure and a no-start situation. A short circuit results in
maximum oil pressure, and is limited by a mechanical pop-off valve to 27,580 kPa (4000 psi).

Tachometer Output
The Tachometer Output provides a signal from the PCM to the instrumentation system. The signal is
a buffered representation of the Camshaft Position Sensor (CMP). The tachometer is part of the
instrument cluster.
An open or short circuit of the tachometer output wiring will result in an inoperative tachometer.

Glow Plug Relay Control
The Glow Plug (GP) Relay Control is used to energize the glow plugs for assisting cold engine start-
up. Engine Oil Temperature, battery positive voltage (B+), and Barometric Pressure (BARO) are
used by the PCM to calculate glow plug on-time and the length of the duty cycle. On-time normally
varies between 10 and 120 seconds. With colder oil temperatures and lower barometric pressures,
the plugs are on longer. If battery voltage is abnormally high, the duty cycle is shortened to extend
plug life. (The glow plug relay will only cycle on and off repeatedly when there is a system high
voltage condition greater than 16 volts.)
An open in the glow plug relay circuit will render the glow plugs inoperative. A short circuit will
result in a glow plug's always ON condition.

Glow Plug Light Signal
The Glow Plug (GP) light signal controls the WAIT TO START indicator light located on the
instrument panel. When the light goes off, the engine is ready to be started. As a bulb check, the
light comes on every time a key on reset occurs, even though the glow plug system is not
commanded on. On-time normally varies between 1 and 10 seconds. WAIT TO START light on-
time is independent of glow plug relay on-time because the glow plugs may stay on to improve
performance until engine reaches operating temperature.
An open circuit in the glow plug light wiring will result in an inoperative glow plug light. A short
circuit will result in a glow plug light always ON condition.

Manifold Intake Air Heater
To reduce white smoke during long idle periods at low ambient temperatures, the ECM will activate
the intake air heater. Specific conditions must be present before the heater is activated:
ambient temperature must be below 0C (32 F)
engine oil temperature (EOT) must be below 55C (131 F)
vehicle power (IVPWR) must be between 11.8 and 15.0 volts


Diesel Fuel System

Fuel System
Fuel is drawn from the fuel tank through the primary filter (the screen on the fuel tank sending unit)
by the electric fuel pump. Pressurized fuel (approximately 276-552 kPa [40-80 psi]) is supplied to
the secondary filter (the fuel filter housing located in the V on top of the engine) by means of the
electric pump and regulator valve. The regulator relieves the pressure, sending fuel back to the fuel
tank. Only the filtered fuel going through the fuel filter will go to the heads. A check valve is located
on both heads to prevent fuel pressure spikes in the fuel rail.

Unit Injector
The unit injector is composed of five major components: The electronic solenoid, the poppet valve,
the amplifier piston, the fuel plunger and the nozzle assembly. Operation of the injector is included
in the following description.

High Pressure Oil System
The 7.3L Powerstroke diesel injectors are powered by lubricating oil which is pressurized by a
swashplate pump (Rexroth pump) in the engine valley. The pump output pressure ranges from 3,102
to 20,685 kPa (450 psi to 3,000 psi). Oil pressure is controlled by the Powertrain Control Module
(PCM) through the Injector Pressure Regulator Valve. The PCM controls pressure in the oil rail by
opening (relieving pressure) and closing (increasing pressure) the IPR valve. The high pressure oil is
delivered to oil rails in the cylinder heads. An Injection Control Pressure sensor mounted on one of
the oil rails sends an analog voltage signal (0.5V to 5.0V) to the PCM for feedback control of the oil
pressure.

Unit Injector Amplifier Piston
The high pressure oil flows from the oil rails into an amplifier piston located in the injector. Oil
entry and exit to and from the amplifier piston is controlled by a solenoid-operated poppet valve.

Unit Injector Fuel Plunger
The fuel plunger is located in the injector and is driven by the amplifier piston. The fuel plunger
injects fuel into the combustion chamber at pressures of up to 144,795 kPa (21,000 psi) through the
nozzle assembly. Fuel is supplied to the fuel at approximately 483 kPa (70 psi) through fuel rails in
the cylinder heads.

Injection Driver Module
The solenoid-operated poppet valve requires 115 volts at up to 8 amps to operate, which is more
power than the PCM can supply. Therefore, a high power device, the Injection Driver Module, is
used to supply power to the solenoid on command from the PCM.

PCM Control of Fuel Injection
The command signal from the PCM to the Injection Driver Module is the Fuel Delivery Control
Signal. The poppet requires 12 volts to command the poppet open and 0 volts to command the
poppet closed. The PCM also supplies a synchronizing signal, CMP, to indicate cylinder No. 1
(going from 0 to 12 volts) and cylinder No. 4 (fires 5th) (going from 12 to 0 volts).

Engine Timing
The PCM controls both duration and timing of the injection event with the fuel delivery control
signal. Signal duration, or fuel pulse width, is shown as Parameter ID (PID) "FUEL_PW" on the
New Generation Star (NGS) Tester.
The PCM controls the fuel plunger injection pressure and fuel volume by varying the injection oil
pressure with the Injection Pressure Regulator. The command to the Injection Pressure Regulator is a
12 volt, Pulse Width Modulated (PWM) signal (controlled on the ground side).
The injection oil pressure command is shown as NGS PID IPR which is the percentage ON of the
pulse width modulated signal. Injection oil pressure is shown as NGS PID ICP.
The PCM receives engine rotational position information from the Camshaft Position sensor (CMP).
The CMP is a hall-effect device. It outputs 12 volts to the PCM whenever it detects the iron of a
spoked target wheel in front of it, and it outputs 0 volts whenever it detects the space between the
spokes. The target wheel spokes and spaces are each 15 crank degrees, except for narrow spoke
which indicates cylinder No. 1 and a wide spoke which indicates cylinder No. 4 (fires 5th). The NGS
PID RPM is generated by the PCM from the CMP signal.

Fueling Corrections
The PCM adjusts injector output based on oil temperature information received from the Engine Oil
Temperature sensor and turbo boost information received from the Manifold Absolute Pressure
(MAP) Sensor, and the Barometric pressure (BARO) sensor. These corrections are necessary to meet
emissions requirements and to optimize power. Outputs of these sensors are displayed on the NGS
tester as EOT (temperature), MAP (boost pressure), BARO (pressure), and BARO V (volts). MGP
shows boost.


Diesel Intake Air Systems

Intake Air System
This is similar to a gasoline system except it processes more air. It includes a filter minder to
indicate when the air filter is clogging. The system feeds into the turbocharger compressor.
Econoline systems include a resonator.

Figure 12: Engine Air Cleaner, 7.3L Diesel EngineEconoline

Figure 13: Engine Air Cleaner Installation, 7.3L Direct Injection Diesel Engine F-Series

Figure 14: Turbocharger Intake Air Tube Assembly


Diesel Catalyst and Exhaust Systems

Catalytic Converter
Beginning with the 1999.5 model, the 7.3L diesel engine is no longer equipped with a catalytic
converter.

1999
SECTION 2: Diagnostic Methods

SECTION 2: Diagnostic Methods

Diagnostic Methods
Overview
Diagnostic Tools
Scan Tool Hookup
New Generation Star (NGS) Tester
Generic Scan Tool
Communication Error
Quick Test Description
Retrieve/Clear Continuous DTCs
Key On Engine Off (KOEO) On-Demand Self Test
Key On Engine Off (KOEO) Injector Electrical Self Test
Key On Engine Off (KOEO) Output State Self Test
Key On Engine Running (KOER) Switch Self Test
Key On Engine Running (KOER) On-Demand Self Test
Key On Engine Running (KOER) Cylinder Contribution Self Test
Key On Engine Running (KOER) Glow Plug Monitor Self Test
MIL DTCs
Quick Test Operation
KOEO Injector Electrical Self Test
KOEO Output State Self Test
KOER Switch Self Test
KOER Cylinder Contribution Self Test
KOER Glow Plug Monitoring Self Test
Parameter Identification (PID)
Selecting Parameter Identification (PID)
Parameter Identification (PID) List
Accumulating PCM Data
Selecting and Viewing PIDs
Storing PIDs
Recording Measurements Along with PIDs
Playback of Stored PIDs
Peripheral Inputs
Comparing PCM Data
Analyzing PCM Data
Various Data Procedures
On-Board System Readiness Test
Freeze Frame Data
Powertrain Control Module (PCM) Reset
Drive Cycles
Intermittent Diagnostic Techniques
Recreating the Fault
Peripheral Inputs
Comparing PCM Data
Analyzing PCM Data
EEC-V Graphs and Charts
Basic Circuit Checks

1999 PCED On Board Diagnostics II Diesel SECTION 2: Diagnostic Methods

Diagnostic Methods

Overview
The Diagnostic Methods section provides detailed instructions on how to access or perform routine
diagnostic tasks. This section can be referenced as many times as needed for step-by-step
instructions for routine procedures.
When performing powertrain diagnostics, the system may be checked by an off board tester referred
to as a scan tool. This section contains instructions for performing diagnostics with the New
Generation Star (NGS) Tester.


Diagnostic Tools
Required Equipment
New Generation Star (NGS) Tester 007-00500 or equivalent
104-Pin Breakout Box 014-00950 or equivalent
23 Multimeter 105-00050 or equivalent. Input impedance 10 megaohm minimum.
5/16-inch Fuel Line Disconnect Tool (Gray) 310-040 (T90T-9550-B) or equivalent.
3/8-inch Fuel Line Disconnect Tool (Blue) 310-041 (T90T-9550-C) or equivalent.
Oil Pressure Leakage Test Adapters Set 303-5626.
Fuel Pressure Adapter 310-D007 (D94T-6600-B) or equivalent.
Fuel Pressure Adapter 310-D008 (D94T-6600-C) or equivalent.
Crankcase Pressure Test Adapter 5631 or equivalent.
Glow Plug Injector Adapter 134-00132 or equivalent.
7.3L Crankcase Test Adapter 014-0743 (D87T-6582-A) or equivalent.
ICP/EBP Adapter Cable 418-D003 (D94T-50-A) or equivalent.
Pressure Test Adapter Kit 014-00761 or equivalent.
Optional Equipment
R134A Manifold Gauge Set 176-R932A or equivalent.
Non-powered test lamp.
Service Bay Diagnostic System(SBDS) 001-00001.
Vacuum/Pressure Tester 164-R0253 or equivalent. Range 101.3 kPa (0.30 in-Hg). Resolution
3.4 kPa (1 in-Hg).
Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH or equivalent.
SBDSis a stand-alone system containing universal testers and meters, specialized diagnostic tools
and guided diagnostics. OASIS, Electrical and Vacuum Troubleshooting Manuals (EVTMs),
Powertrain Control/Emissions Diagnosis (PC/ED) manuals, and Technical Service Bulletins (TSBs)
are also available on SBDS.
Note: Refer to equipment user's manual for details on tool accessories and function.


Scan Tool Hookup
The NGS Tester or generic scan tool must be connected to the Data Link Connector (DLC) for
communication with the vehicle.

Data Link Connector
The DLC is located in the passenger compartment. It is attached under the dash-board and accessible
from the driver's seat.
The DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector
has keying features to allow easy connection. The vehicle connector and the test equipment
connector have latching features that ensure the test equipment connector will remain mated when
properly connected.
The NGS Tester is capable of many functions. Some of these are as follows.
Monitor, Record and Playback of PIDS
Diagnostic Test Modes/Clear Diagnostic DTCs (PCM Reset)
Digital Measurement System (DVOM, Duty Cycle and Pulse Width Meter)
Diagnostic Monitoring Test Results (for OBD II On-Board Monitoring)
On-Board System Readiness (OBD II Monitor Completion Status)
Clear and Retrieve 4WABS Codes
Some of these functions are described in this section.
Refer to the NGS Tester Instruction Manual or scan tool manufacturer's manual for specific
information on scan tool setup and operation. Contact Rotunda for the latest version of the NGS
Tester Instruction Manual at 1-800-ROTUNDA.
Note: You must recycle the key between each self test.

New Generation Star (NGS) Tester
Key off.
Verify that the proper memory (EPROM) card is inserted in the NGS Tester.
Connect DLC adapter cable to the NGS Tester.
Connect NGS Tester DLC adapter cable securely into the vehicle DLC.
Connect the NGS Tester power supply cable to vehicle battery power supply through
cigarette lighter, at the vehicle battery with alligator clip adapter, at the dashboard power
point or into the pigtail power connector attached to the DLC adapter cable.
Turn ignition key to the on position or start vehicle if necessary. The NGS Tester is ready to
communicate with vehicle computers.
Follow instructions on the NGS Tester or in the diagnostic manual.
To disconnect NGS Tester, turn ignition key to the off position and disconnect NGS Tester
from DLC and power supply.

Generic Scan Tool
Refer to scan tool manufacturer's manual for specific cables and/or adapters required for scan
tool hookup.

Communication Error
It is possible to get a communication error from a scan tool when initiating a test or viewing PIDs.
The communication error could be caused by operator error, the vehicle wiring or connectors, or the
powertrain control module (PCM) and other control modules connected to the DLC wiring. The
PCM will respond to a scan tool whenever the scan tool requests a test. Some are normal responses
to valid requests. The others are communication error responses. If the scan tool displays any of the
communication error responses reinitialize the scan tool. If the error is still present, refer to Section
5, Pinpoint Test QA Step QA1 , after checking scan tool connections, cable/adapters and entry of
vehicle information. Verify auxiliary powertrain control (rpm control) is off when trying to perform
self tests.


Quick Test Description
Quick Test is divided into eight specialized tests:
1. Retrieve/Clear Continuous DTCs
2. Key On Engine Off (KOEO) On-Demand Self Test
3. Key On Engine Off (KOEO) Injector Electrical Self Test
4. Key On Engine Off (KOEO) Output State Self Test
5. Key On Engine Running (KOER) On-Demand Self Test
6. Key On Engine Running (KOER) Switch Self Test
7. Key On Engine Running (KOER) Cylinder Contribution Self Test
8. Key On Engine Running (KOER) Glow Plug Monitoring Self Test
All eight are described below.
Quick Test checks the integrity and function of the EEC-V Powertrain Control system and outputs
the test results upon demand. Quick Test also provides a quick end check of the powertrain control
system and is usually performed at the start of each diagnostic procedure. It is also performed at the
end of most pinpoint tests for verification of repair and to make sure no other faults were incurred
while servicing a previous fault.
All self tests are completely menu driven in the New Generation Star (NGS) Tester.
Note: Retrieving continuous DTCs must be performed separately from KOEO Quick Tests.

Retrieve/Clear Continuous DTCs is a functional test of the PCM. DTCs can be retrieved or cleared
with the key on and the engine off or running. Unlike KOEO and KOER self tests, which can only
be activated on demand, the Continuous monitor is always active in monitoring the system. When a
fault is detected, a code will be stored in memory to be retrieved at a later date, making it possible to
diagnose intermittent faults. For California vehicles, P1000 DTC may be the only code displayed,
indicating an incomplete OBD II drive cycle (more drive time needed). The IDM stores both
historical and hard IDM fault codes. To retrieve IDM fault codes, you must run KOEO On Demand
Self Test or KOEO Injector Electrical Self Test. The only way to clear IDM DTCs is to Clear
Continuous even though IDM codes do not show up on the Continuous display.

Key On Engine Off (KOEO) On-Demand Self Test is a functional test of the PCM performed on
demand with the key on and the engine off. This test will check that all inputs and outputs (circuits,
sensors, regulators, relays and solenoids) connected to the PCM are electrically operating without
fault, with the exception of the Injector Driver Module DTCs. The IDM stores both historical and
hard IDM fault codes; to ensure that IDM DTC is a hard fault, you must first clear continuous DTCs
(be sure to record all fault codes before clearing). After clearing, rerun self test; a fault must be
present at the time of testing for the KOEO On Demand Self Test to detect the fault. If a fault is
detected, a Diagnostic Trouble Code (DTC) will be the output on the data link at the end of the test
when requested by a scan tool. Only a hard fault code (DTC) will be displayed.

Key On Engine Off (KOEO) Injector Electrical Self Test
Key On Engine Off (KOEO) Injector Electrical Self Test is a functional test of the PCM performed
on demand with the key on and the engine off. This test determines if the injector circuits and
solenoids are electrically operating without fault. All injectors will first buzz (audible feedback of
the injector solenoids energizing the injector valves) together for approximately 2 seconds, then each
injector will buzz for approximately 1 second in numerical order (1 through 8). The IDM stores all
historical IDM fault codes; to ensure that the DTC is a hard fault, you must first clear continuous
DTCs (be sure to record all IDM fault codes before clearing). After clearing, rerun self test; a fault
must be present at the time of testing for the KOEO Injector Electrical Self Test to detect the fault. If
a fault is detected, a Diagnostic Trouble Code (DTC) will be the output on the data link at the end of
the test when requested by a scan tool. Only a hard fault code (DTC) will be displayed.

Key On Engine Off (KOEO) Output State Self Test
Key On Engine Off (KOEO) Output State Self Test is a functional test of the PCM performed on
demand with the key on and the engine off. This test is designed to cycle outputs high and low. After
pressing the trigger to start the test, you must then depress and release the accelerator pedal to cycle
the outputs high: solenoids, wait to start lamp, IDM relay, TCIL, FDCS, CID and EF. The second
time the accelerator pedal is depressed and released the outputs are cycled low, with the exception of
the glow plug relay, which is cycled on for 5 seconds the first time only that the accelerator is
pressed and released. This Self Test does not set any codes.

Key On Engine Running (KOER) Switch Self Test
Key On Engine Running (KOER) Switch Self Test is a functional test of the PCM performed on
demand with the engine running. This test is designed to set DTC(s) if the test does not detect a
transition on one or more of the switches. After pressing the trigger to start the test, wait 5 seconds
before running through the driver-operated controls to eliminate the chance of setting a false IVS
code. The accelerator pedal must first be depressed and released to begin test, then the Parking
Brake, Speed Control ON, OFF, SET, RESUME, COAST, Transmission Control or Clutch. The last
to be depressed and released must be the brake pedal, which will test both the brake pressure applied
(BPA) switch and the brake ON/OFF (BOO) switch.

Key On Engine Running (KOER) On-Demand Self Test is a functional test of the PCM performed
on demand with the engine running. Temperature is not a factor, but A/C must be turned off. A
check is made on the injection control pressure (ICP) and exhaust back pressure (EBP) systems.
During this test, engine rpm will increase; the PCM will first command ICP high and low, then
command EBP high and low. A fault must be present at the time of testing for the KOER On
Demand Self Test to detect a fault. If a fault is detected, a Diagnostic Trouble Code (DTC) will be
the output on the data link at the end of the test when requested by a scan tool. Only a hard fault
code (DTC) will be displayed.

Key On Engine Running (KOER) Cylinder Contribution Self Test
Key On Engine Running (KOER) Cylinder Contribution Self Test is a functional test of the PCM
performed on-demand with the engine running, A/C off and engine oil temperature above 21C (70
F). This test will determine if all cylinders are contributing equally to engine performance. The PCM
will test all 8 cylinders continuously during the test; there is no change in engine speed or operation
that can be detected by the technician. The test checks for cylinder-to-cylinder decrease in speed,
and sets a code if the decrease is too high. The test consists of three portions. Each portion runs for
20 seconds. The first test checks for a badly missing injector or cylinder with no compression, and
the second and third tests check for weak injectors or low compression cylinders. A fault must be
present at the time of testing for the KOER Cylinder Contribution Self Test to detect a fault, so the
engine operating condition at which the idle is the worst will produce the best test results. For
automatic transmission vehicles, the best results are reached with the parking brake set and the
transmission in DRIVE. If a fault is detected, a Diagnostic Trouble Code (DTC) will be output on
the data link at the end of the test when requested by a scan tool. Only a hard fault code (DTC) will
be displayed.

Key On Engine Running (KOER) Glow Plug Monitor Self Test
Key On Engine Running (KOER) Glow Plug Monitor Self Test (California only) is a functional test
of the PCM performed on demand with the engine running and the A/C off. The test will raise
engine speed to 1200 rpm to maintain a system voltage of 11.5-14 volts. The PCM will activate the
glow plug relay and monitor the glow plug circuits. A fault must be present at the time of testing for
the test to detect a fault. If one bank is reading less than 32 amps or one bank is reading at least 8-1/2
amps lower than the other bank, a fault will be detected and a Diagnostic Trouble Code (DTC) will
be output on the data link at the end of the test when requested by a scan tool. Only a hard fault code
(DTC) will be displayed.

MIL DTCs
MIL DTCs are generated to alert the driver that there is a concern with the system or the vehicle is in
Failure Management Effects Mode (FMEM). MIL DTCs are also used to indicate an emission
concern for California vehicles. Non-MIL DTCs indicate a less serious or non-emission related
concern with the system.



Quick Test is performed by retrieving KOEO, KOER, and Continuous DTCs.
Special Notes
Before running Quick Test, always perform the necessary visual checks and safety precautions listed
below.
Visual Check
Inspect the air cleaner and inlet ducting.
Check system wiring harness for proper connections, bent or broken pins, corrosion, loose
wires, proper routing, etc.
Check the PCM, sensors and actuators for physical damage.
Check the engine coolant for proper level and mixture.
Check the transmission fluid level and quality.
Make all necessary repairs before continuing with Quick Test.
Vehicle Preparation
Perform ALL safety steps required to start and run vehicle tests. Apply parking brake, place
shift lever firmly into PARK position (NEUTRAL on manual transmission), block drive
wheels, etc.
Turn off ALL electrical loads-radios, lights, A/C, blower, fans, etc.
Start engine and bring up to normal operating temperature before running Quick Test.
For a Hard Start/No Start concern or a Performance concern, refer to Section 4 . For all other
concerns, refer to the Symptom Charts in Section 3 . Quick Test is performed by retrieving KOEO,
KOER and Continuous Memory DTC's. If a code is retrieved, you must then go to the appropriate
Pinpoint Test. If unable to complete a self test, go to Pinpoint Test QA1 .


KOEO On-Demand Self Test
Connect the NGS Tester to the DLC under the dash. Turn off accessories. If vehicle is equipped with
an auxiliary powertrain control (rpm control), it must be turned off to perform self tests.
Perform the necessary vehicle preparation and visual inspection. Refer to Quick Test
Operation .
Select VEHICLE & ENGINE SELECTION menu.
SELECT CORRECT VEHICLE, YEAR and MODEL.
Select PCM POWERTRAIN CONTROL MODULE.
Select DIAGNOSTIC TEST MODE.
Select KOEO ON DEMAND SELF TEST.
Turn key on.
Follow operating instructions from the menu.
Record DTCs and follow appropriate pinpoint test.
After test, cycle key to off before running other tests or driving vehicle.
If performing repeated self tests, it may be necessary to unplug glow plug relay to keep battery from
going dead. Ignore any glow plug codes while glow plug relay is unplugged.


KOER On-Demand Self Test
Connect the NGS Tester to the DLC under the dash. Turn off accessories. Turn A/C off. If vehicle is
equipped with an auxiliary powertrain control (rpm control), it must be turned off to perform self
tests.
Note: Engine will run rough during this test.
Operation .
Start engine.
Select DIAGNOSTIC DATA LINK.
Select KOER ON DEMAND SELF TEST.


Operation .
Select RETRIEVE/CLEAR CONTINUOUS DTCs
Turn key on.
Record DTCs and follow appropriate pinpoint test for continuous code diagnostics.
Continuous DTCs must be cleared after repair is made.


Note: If no DTCs are present and the KOEO Injector Electrical Self Test aborts while trying to
perform, go to Pinpoint Test NA Step NA29 .
Operation .
Select KOEO INJ ECTOR ELECTRICAL SELF TEST.


Operation .
Select KOEO output state self test.
Follow special instructions on screen.
Depress and release accelerator pedal to cycle output state on relays, solenoids, wait to start
light, FDCS, EF, CID and TCIL. When the accelerator pedal is pressed for the first time, the
glow plug relay will receive a 5 second on-command.


Operation .
Start engine.
Select KOER switch self test.
Follow instructions on screen. After pressing the trigger to start the test, wait 5 seconds
before running through the driver-operated controls. The test may also take up to 5 minutes
to complete.


tests.
Operation .
Start engine.
Select KOER cylinder contribution self test.
Follow instructions on screen.
After test, cycle the key to off before running other tests or driving vehicle.


CALIFORNIA
test.
Note: When running this self test, battery voltage must not drop below 11.5 volts or go above 14
volts. Make sure that batteries are OK and the charging system is working properly.
Operation .
Using a digital multimeter connected to the battery, monitor voltage. It may be necessary to
raise rpm to maintain voltage.
Start engine.
Parking brake set, automatic transmission in PARK or manual transmission in NEUTRAL.
Select KOER GLOW PLUG MONITOR SELF TEST.
Follow instructions on screen.
Maintain system voltage until test is complete.


Parameter Identification (PID)
The Parameter Identification (PID) mode allows access to certain data values, analog and digital
inputs and outputs, calculated values, and system status information. Throughout the manual, there
will be references to PID values. PID Data Monitor and Record can be accessed from the Rotunda
New Generation Star (NGS) Tester 007-00500 (or equivalent) through the Diagnostic Data Link
menu.

Selecting Parameter Identification (PID)
Operation .
Select PID/DATA MONITOR AND RECORD.
Turn key on or start vehicle.
Select the PIDs, press START to begin monitoring.

Parameter Identification (PID) List
Acronym Description Measurement Units
4x4L 4x4 Low Switch ON/OFF
ACCS Air Conditioning Clutch Status ON/OFF
AP Accel Pedal Position Sensor Volts
ARPMDES Ancillary Engine Speed Desired RPM
BARO Barometric Pressure Sensor PSI
BARO V Barometric Pressure Sensor Actual Volts
BPP_BOO Brake ON/OFF Switch ON/OFF
BPA Brake Pressure Applied ON/OFF
CCS Coast Clutch Solenoid ON/OFF
CPP/TCS Clutch Pedal Position/TCS ON/OFF
CRUISE Cruise Control Mode (Driving) ON/STNDBY/TAPUP/TAPDN
CAS GND Case Ground Volts
DTC CNT Diagnostic Trouble Code Count DTC No.
EOT_V Engine Oil Temperature Actual Volts
EBP Exhaust Back Pressure PSI (Absolute)
EBP V Exhaust Back Pressure Actual Volts
EOT Engine Oil Temperature F
EPC* Electronic Pressure Control PSI
EPC V Electronic Pressure Control Actual Volts
EPR Exhaust Pressure Regulator Percent
FLI Fuel Level Input Percent
FLI V Fuel Level Input Actual (Voltage) Volts
FP Fuel Pump Control Duty Cycle (100% =On)
FUEL PW Fuel Pulse Width Milliseconds
GEAR Transmission Gear E4OD Only
(Driving)
Trans. Gear
GPC Glow Plug Control Duty Cycle Percent
GPC TM Glow Plug Control Time Seconds
GPL TM Glow Plug Lamp Time Seconds
GPML Glow Plug Monitoring Left Bank Amp
GPMR Glow Plug Monitoring Right Bank Amp
IAT* Intake Air Temperature Degrees
IAT V Intake Air Temperature Actual Volts
ICP Injector Control Pressure Sensor PSI
ICP V Injection Control Pressure Actual Volts
IPR Injector Control Pressure Regulator Percent
IVS Idle Validation Switch ON/OFF
MAP Manifold Absolute Pressure Sensor PSI (Absolute)
MAP_V Manifold Absolute Pressure Actual Volts
MAT Manifold Air Temperature Degrees
MAT V Manifold Air Temperature Actual
(Voltage)
Volts
MFDES Mass Fuel Desired Milligrams
MGP Manifold Gauge Pressure PSI
PBA Parking Brake Applied ON/OFF
PERDEL 1 Percent Delta Cylinder #1 (Misfire
Data)
Percent
Data)
Percent
Data)
Percent
Data)
Percent
Data)
Percent
Data)
Percent
Data)
Percent
RPM Engine Speed RPM
SCCS Speed Control Command Switch Volts
SCCS M Speed Control Command Switch Mode Mode
SS1 Shift Solenoid No. 1 E4OD Only ON/OFF
SS2 Shift Solenoid No. 2 E4OD Only ON/OFF
TCC Torque Converter Clutch ON/OFF/Percent
TCIL Transmission Control Indicator Lamp ON/OFF
TFT V* Transmission Fluid Temperature Sensor
Actual
Volts
TORQUE Engine Torque Lb/Ft
TPREL Low Idle Throttle Position V
TR Transmission Range Sensor Position PARK, REV, NTRL, OD, DRIVE, MAN2,
MAN1
TR_D Transmission Range Sensor Digital
Signal
O's/1's
TR V Transmission Ranger Sensor Actual Volts
VFDES Volume Fuel Desired Cubic Millimeters
VPWR Vehicle Power Supply Volts
VREF Vehicle Reference Voltage Volts
VS SET Vehicle Speed Setting MPH
VSS Vehicle Speed Sensor MPH
WGC Wastegate Control Duty Cycle
* Designates PIDs that show PCM calculated values during fault.

NGS TESTER DRIVER-OPERATED CONTROLS CHECK
PID Operator's Setting NGS Tester EEC Voltage Pinpoint
Reading Pin Test
AP Foot OFF of Accelerator Approx. 0.6V 89 Approx.
0.6V
DO
Foot ON at WOT Approx. 3.8 V Approx.
3.8V

IVS Foot OFF of Accelerator
Foot ON Accelerator
OFF
ON
10 0V
B+
FE
BOO Foot ON Service Brake ON 92 B+ FD
Foot OFF Service Brake OFF 0V
BPA Foot ON Service Brake ON 31 0V FB
Foot OFF Service Brake OFF B+
CPP/TCS (M5OD) 29 FC
Clutch Depressed ON 0V
Foot OFF Clutch Pedal OFF B+
PBA Parking Brake ON ON 5 0V FF
Parking Brake OFF OFF B+
CPP/TCS (E4OD) OFF 29 0V
*

Key On:
Push CNCL (Latch) ON B+
Push CNCL (VF Latch) OFF 0 V
TR (E4OD) 64
*

PRNDL in P PARK 4.45V
PRNDL in R REV 3.64V
PRNDL in N NTRL 2.87V
PRNDL in OD OD 2.87V
PRNDL in OD with OD Cancel
Light ON
DRIVE 2.13V
PRNDL in L2 MAN2 1.40V
PRNDL in L1 MAN1 0.71V
TCIL (E4OD) 79
*

After Key ON OFF 0V
Push OD Cancel (Latch) ON B+
Push OD Cancel (Unlatch) OFF 0V
SCCS M (Speed Control) 61 FG
After Key ON OPEN 6.68V
Speed Control OFF OFF 0V
Speed Control ON ON B+
SET/ACCEL SET AC 2.74V
COAST COAST 0.68V
RESUME RESUME 4.66V
CRUISE (Speed Control/When Driving
Only)
61 FG
OFF OFF OFF 0V
ON STNDBY B+
SET/ACCEL
(After Pressing)
Tap Up
(Active)
2.74V
COAST
(After Pressing)
Tap Down
(Active)
0.68V
4x4L (Transfer Case Shifter) 14 FH
4x4H or 2H OFF B+
4x4L
(Cont'd)
4x4L ON 0 V
ACCS (A/C Controls) 41 FA
MAX/NORM AC or MIX/DEF
with A/C Clutch ON
ON B+
Floor or Vent or A/C Clutch OFF OFF 0 V
*
Refer to the Powertrain Group in the Workshop Manual.


Accumulating PCM data can be done in a number of ways. Gather as much data as possible when
the malfunction is occurring to prevent misdiagnosis. Data should be accumulated in different
operating conditions and based on the customer description of the intermittent fault. Acquisition of
PCM PID data using a scan tool is one of the easiest ways to gather information. Listed below are
instructions for gathering PID data using a Rotunda New Generation Star (NGS) Tester 007-00500.

1. Select VEHICLE & ENGINE SELECTION menu.
2. SELECT CORRECT VEHICLE, YEAR and MODEL.
3. Select DIAGNOSTIC DATA LINK.
4. Select PCM POWERTRAIN CONTROL MODULE.
5. Select PID/DATA MONITOR AND RECORD.
6. Select the PIDs from the intermittent symptom chart or the PCM Pinpoint Test. The star
symbol next to each PID on the screen indicates that PID has been selected. Scroll through
the PID list using the menu dial and select PIDs using the trigger button.
7. Turn ignition key on or start vehicle.
8. Select the START key and access the PIDs.

Storing PIDs
1. When ready to capture and store the selected PIDs, press the trigger button.
2. Press trigger again when ready to save information.
3. Information saved is now located in the main recording area. Save to a viewing area before
starting another recording or the data will be overwritten.

Recording Measurements Along with PIDs
1. Select DIGITAL MEASUREMENT SYSTEM.
2. Select a meter (i.e., VOLTMETER).
3. Select PIDs.
4. Select the PIDs and START recording.
5. Press REC to save DVOM function and PID data.

Look for abnormal behavior or values that are clearly incorrect. Inspect the signals for abrupt or
unexpected changes. For example, during a steady cruise most of the sensor values should be
relatively stable. Sensors such as accelerator pedal (AP), manifold absolute pressure (MAP) and rpm
that change abruptly when the vehicle is traveling at a constant speed are clues to a possible fault
area.
Look for agreement in related signals. For example, if accelerator pedal position is changed during
acceleration, a corresponding change should occur in rpm.
Make sure the signals act in proper sequence. An increase in rpm after the accelerator pedal's
position is increased is expected. However, if rpm increases without an accelerator pedal position
change, then a problem may exist.
1. Select VIEW RECORDER AREAS.
2. Select a viewing area.
3. Select up to four PIDs to review in the table format or two PIDs to review in the graph mode.
4. Table Format: Scroll through the PID data while analyzing the information. Look for sudden
drops or spikes in the values. (Refer to the following AP example or reference the EEC-V
charts and graphs in this section.) Notice the major jump in the AP voltage while scrolling
through the information.
5. Graph Format: Scroll through the PID data while analyzing the information. Look for sudden
drops or spikes in the linear lines showing the transformation of values to the line graph.
(Refer to the following TP example or reference the EEC-V charts and graphs in this
section.) This example only applies to an analog signal.

Peripheral Inputs
Some signals may require certain peripherals or auxiliary tools. In some cases, these devices can be
inserted into the measurement jacks of the scan tool or digital multimeter. The NGS Tester is
capable of recording the value from the measurement jacks on the NGS Tester and storing the value
with the other PIDs. For example, connecting an electronic fuel pressure gauge to monitor and
record the fuel pressure would capture the data that would help find the fault. Listed are peripheral
devices available.

Comparing PCM Data
After the PCM values have been acquired, it is necessary to determine the fault area. Typically, it
will require the comparison of the actual values from the vehicle to the typical values. Refer to the
pinpoint test procedures. Refer to the following example:

Circuit Good PID Values Actual Vehicle PID Values
AP 0.8V 0.9V
EOT 205F---> 35F<--Example of Fault
IAT 2.8V 2.7V
IPR 35% 50%


Analyzing PCM Data

Various Data Procedures
Once the fault area is identified, the circuit must be checked to determine if the wiring or component
is at fault. Use any of the following methods to diagnose a suspected PCM wire circuit or device.
Some methods are particular to a certain type of PCM device.
Change Condition to Cause Response by Input
Change Input and Verify Output Response
Click Testing/Output Test Mode (Solenoids/Relays)
Coil Resistance (Solenoids/Relays)
Harness Opens
Harness Shorts
The purpose is to verify sensor receives and responds to changes.
1. Select, view and record the appropriate sensor PID(s).
2. Create condition or cause condition to change.
3. If reading changes appropriately, then it should be operating OK.

Examples:
View EOT PID while engine warms up.
It should change from a higher voltage (2.6V) for a cold engine, to a lower voltage as
the engine warms up (0.6V).
Move accelerator pedal, observe AP PID change.
Press brake pedal, watch BOO PID change states.
The purpose is to verify how the PCM and actuator circuit responds to sensor input.
1. Select, view the appropriate sensor PID(s).
2. Create condition to cause input condition to change.
3. Observe change (response) in actuator PID or actuator signal circuit measured by a
measuring device.

Example:
Increase accelerator pedal position under load, observe RPM PID and circuit change.
The purpose is to activate solenoid or relay from PCM by entering Output Test Mode.
1. Key on.
2. Enter Output Test Mode.
3. Turn outputs on and then off.
4. Listen for relays to click on and off. If a breakout box is connected to the PCM, measure the
control circuit while turning the outputs on and off.

Examples:
IDM relay and PCM power relay.
Glow plug relay receives on-command for 5 seconds.
The purpose is to measure the correct resistance value of device.
1. Key off.
2. DLC disconnected.
3. Disconnect component from vehicle harness.
4. Using an ohmmeter and referencing the Static Resistance Value Chart in this section,
measure across the component terminals in question.
Harness Opens
The purpose is to check harness for open circuits
1. Key off.
2. DLC disconnected from any diagnostic tools.
4. Install breakout box.
5. Using an ohmmeter, isolate the circuit in question from the breakout box to the component
connector signal pin.
6. Reading should be less than 5 ohms.
Harness Shorts
The purpose is to check harness for short circuits (to ground or power).
1. Key off only.
4. Using an ohmmeter, measure between the signal circuit and signal return circuit or power
ground circuit or vehicle power.
5. If reading is less than 10k ohms, then the two circuits are shorted.


On-Board System Readiness Test
Description
All OBD II scan tools should display the On-Board System Readiness (OSR) Test. The OSR will
display the supported monitors on the vehicle, the status of all monitors (complete or not complete)
and the MIL status. If a monitor is not complete, the scan tools will not identify the monitor that has
not completed. None of the typical OBD II monitors such as catalyst, heated catalyst, evaporative
system, secondary air, A/C, HO2S or the EGR monitors, apply to the 7.3L diesel. The values of the
monitors are not used. Readiness is reported based on the completeness of the comprehensive
component monitors (CCM) and the misfire monitor. Both monitors must be complete before
readiness can be cleared. It is not possible to determine which individual monitors are
complete/incomplete. Furthermore, the use of CCM to determine readiness for diesels is a relatively
new feature and some scan tools may default to ALL OBD II MONITORS COMPLETE.
Accessing On-Board System Readiness Test
New Generation Star
Perform the necessary vehicle preparation and visual inspection.
Connect scan tool to DLC.
Select GENERIC OBD II FUNCTIONS.
Note: If all the monitors are not complete, the OSR test will automatically be displayed
along with a message.
Press TEST button to display OSR test.
Select ON-BOARD SYSTEM READINESS.
Generic Scan Tool
Refer to the manufacturer's manual for specific instructions.
OBD II PID Data Monitor
The PID monitor for OBD II offers real time evaluation of several emissions-related parameters.
Most of these are related to the HO2S and EGR, for which the diesel has no equivalent. The only
parameters which apply to 7.3L diesel applications are CCNT, IAT, LOAD, MAP, MIL, RPM and
VSS.
Accessing the PID Data Monitor
New Generation Star
Select PID DATA MONITOR, choose only diesel-related PIDs.
Generic Scan Tool
OBD II Pending Codes
Pending codes are codes that have only set during one drive cycle and may not have set the MIL yet.
While some codes can set the MIL during one drive cycle, they are not recorded as OBD II DTCs
until failing during a second drive cycle. These DTCs may be identified using the Retrieve Pending
Codes Feature. Additionally, they will be found in the vehicle-specific mode RETRIEVE/CLEAR
CONTINUOUS DTCs from the instant that the code is set.
This function will only report pending failures that have occurred during the present drive cycle, but
not indicate single failures that happened on any previous drive cycle.
New Generation Star
Select year, engine, model with the appropriate qualifier, if needed (for example,
transmission, 49 States, California).
Select RETRIEVE PENDING CODES.
Generic Scan Tool
Misfire Monitoring Supported
This menu pick can be used to determine if the misfire monitoring system is supported on your
particular application. All California emission-equipped 7.3L diesel vehicles under 10,000 lbs (OBD
II) utilize misfire detection. When selecting this function, a message will be displayed on the screen:
"test not supported by this module" or "test supported by this module."
Comprehensive Component Monitoring Supported
This menu pick can be used to determine if the comprehensive component monitoring system is
supported on your particular application. All California emission-equipped 7.3L diesel vehicles
under 10,000 lbs (OBD II) utilize comprehensive component monitoring. When selecting this
function, a message will be displayed on the screen: "test not supported by this module" or "test
supported by this module."
Misfire Monitoring Status
This menu pick can be used to determine the status of the misfire monitoring system on your
particular application. All California emission-equipped 7.3L diesel vehicles under 10,000 lbs (OBD
II) utilize misfire detection. When selecting this function, a message will be displayed on the screen:
"test complete, or not applicable" or "test not complete."
Comprehensive Component Monitoring Status
This menu pick can be used to determine the status of the comprehensive component monitoring
system on your particular application. All California emission-equipped 7.3L diesel vehicles under
10,000 lbs (OBD II) utilize comprehensive component monitoring. When selecting this function, a
message will be displayed on the screen: "test complete, or not applicable" or "test not complete."
PTO Status
This menu pick can be used to determine the status of the PTO system on your particular
application. Some transmission OBD II monitors are disabled during PTO and split shaft operation.
Vehicle must be out of PTO mode to clear P1000. When selecting this function, a message will be
displayed on the screen: "PTO active" or "PTO non active."


Freeze Frame Data
Description
Freeze Frame Data allows access to emission related values from specific generic PIDs. These
values are stored the instant an emission related DTC is stored in Continuous Memory. This
provides a snapshot of the conditions that were present when the DTC was stored. Once one set of
freeze frame data is stored, this data will remain in memory even if another emission related DTC is
stored. There are no fuel system DTCs for the 7.3L diesel. When a DTC associated with the freeze
frame is erased or a PCM memory reset is performed, new freeze frame data can be stored again. In
the event of multiple emission related DTCs in memory, always note the DTC for the freeze frame
data. Load, RPM and VSS are the only parameters used for the 7.3L Diesel; all other parameters are
to be ignored.

FREEZE FRAME DATA TABLE
PID# Acronym Description Measurement Units
0004 LOAD Calculated Load Value PERCENT
000C RPM Engine RPM R/MIN
000D VSS Vehicle Speed MPH-KMH

Accessing Freeze Frame PID Data
New Generation Star
Select year, engine, model with the appropriate qualifier, if needed (i.e., transmission, 49
States, California).
Press CONT button if all OBD II monitors are not complete.
Turn key on.
Select FREEZE FRAME PID REQUEST.
Generic Scan Tool
Resetting Vehicle Specific Codes
New Generation Star
SELECT CORRECT VEHICLE YEAR and MODEL.
Select PCM.
Select DIAGNOSTIC TEST MODES.
Select RETRIEVE/CLEAR CONTINUOUS DTCs.
Select CLEAR.
Generic Scan Tool.
The PID monitor for OBD II offers real time evaluation of several emissions-related parameters.
parameters which apply to 7.3L diesel applications are CCNT, IAT, LOAD, MAP, MIL, RPM and
VSS.


Powertrain Control Module (PCM) Reset
Description
The Powertrain Control Module (PCM) Reset allows the scan tool to command the PCM to clear all
emission-related diagnostic information. When resetting the PCM, a DTC P1000 will be stored in
the PCM until all the OBD II system monitors or components have been tested to satisfy a drive
cycle, without any other faults occurring. For more information about a drive cycle, refer to Drive
Cycles in this section. Clearing codes from the vehicle-specific RETRIEVE/CLEAR
CONTINUOUS DTCs will clear all systems, including the OBD II systems. Clearing codes from the
OBD II generic menu will only clear OBD II features for the 7.3L diesel.
The following events occur when a PCM reset is performed:
Clears the number of Diagnostic Trouble Codes (DTC).
Clears the DTCs.
Clears the freeze frame data.
Resets status of the OBD II system monitors.
Sets DTC P1000 as a vehicle-specific DTC. P1000 will not appear as an OBD II code.
Resetting OBD II Codes
New Generation Star
Turn key off.
SELECT CORRECT VEHICLE YEAR and MODEL.
Press CONT button if all OBD II monitors are not complete.
Turn key on.
Select CLEAR DIAGNOSTIC CODES.
Press START Key.
Generic Scan Tool
Resetting KAM
Disconnect the negative lead from the battery for a minimum of 5 minutes.
After KAM has been reset, DTCs P1000 and P0603 will be stored in the PCM.


Drive Cycles
OBD II Drive Cycle
Description
The primary intention of the OBD II Drive Cycle is to clear the DTC P1000 and to satisfy the
specifications for SAE specification J 1979. Each OBD II monitor must run during the drive cycle.
If the drive cycle is completed and P1000 is not cleared, repeat the entire drive cycle. If a particular
step is interrupted, simply repeat the drive mode. If the drive cycle is interrupted with a key-off, only
drive modes that were incomplete must be run.
CAUTION: Strict observance of posted speed limits and attention to driving conditions
are mandatory when proceeding through the drive cycle.
Rough road conditions may prevent certain steady state conditions and steady accelerations from
validating the transmission- and load-related monitors.
Vehicles equipped with Power Take-Off (PTO) must have that system disengaged before the
OBD II drive cycle is initiated.
Drive Cycle Procedure:
1. Key on. Do not crank until the WAIT TO START light extinguishes, or at least 10 seconds,
whichever is greater.
2. Start the engine. Idle in PARK or NEUTRAL for 40 seconds.
3. The following outlines the appropriate conditions for running certain OBD II monitors that
require the engine to be under load:
a. For vehicles with automatic transmission, select OVERDRIVE CANCEL to run the
test in third gear. Turn on accessories such as headlamps, A/C compressor, blower
fan, etc. Do not use hazards or PTO. Select an uphill or level road. Driving downhill
will unload the engine, thereby defeating the test.
b. Accelerate steadily to third gear (M/T use fourth gear) and hold at 1500 rpm for 3
seconds. Accelerate steadily from 35 mph to 65 mph over approximately 15 seconds
(M/T 11 seconds minimum).
c. Repeat Step 3b three times while maintaining the conditions in Step 3a.
d. Before proceeding, turn all accessories off and disengage overdrive cancel.
4. Automatic transmission only:
a. Drive in fourth gear continuously for 60 seconds.
b. Accelerate steadily from a full stop to fourth gear and then return to a full stop.
Repeat 10 times.
5. Before continuing, EOT must exceed 60C (140 F).
6. Idle the vehicle for 20 seconds in PARK or NEUTRAL.
7. Key off.
8. Start the engine. Idle in PARK or NEUTRAL for 40 seconds.
9. Rerun Quick Test.
Note: If P1000 is present after running the drive cycle:
Rerun Step 3b, being certain to maintain a minimum MFDES of 37 mg/stroke above 1500
rpm for 11 seconds. Also, maintain a minimum MFDES of 37 mg/stroke above 2300 rpm for
at least 6 seconds.
Rerun Step 6. MFDES must remain below 12 mg/stroke for 11 consecutive seconds.
The PID monitor for OBD II offers real time evaluation of several emission-related parameters.
parameters that apply to 7.3L diesel applications are CCNT, IAT, LOAD, MAP, MIL, RPM and
VSS.
New Generation Star
Select PID Data Monitor, choose only diesel-related PIDs.
Generic Scan Tool
OBD II Pending Codes
Pending codes are codes that have only set during one drive cycle and may not have set the MIL yet.
While some codes can set the MIL during one drive cycle, they are not recorded as OBD II DTCs
until failing during a second drive cycle. These DTCs can be identified using the Retrieve Pending
Codes feature. Additionally, they will be found in the vehicle-specific mode RETRIEVE/CLEAR
CONTINUOUS DTCs from the instant the code is set.
This function will only report pending failures that have occurred during the present drive cycle, but
will not indicate single failures that happened on any previous drive cycle.
New Generation Star
Select RETRIEVE PENDING CODES.
Generic Scan Tool


Intermittent Diagnostic Techniques
Intermittent diagnostic techniques help find and isolate the root cause of intermittent faults
associated with the EEC-V system. The material is organized to help find the fault and perform the
repair. There are examples that illustrate the diagnostic techniques. The process of finding and
isolating an intermittent, starts with recreating a fault symptom, accumulating PCM data and
comparing that data to typical values and analyzing the results.
Before proceeding, be sure that:
Customary mechanical system tests and inspections do not reveal a problem. (Remember,
mechanical component problems can make a PCM system react abnormally.)
Review Technical Service Bulletins (TSBs) and OASIS messages, if available.
Quick Test and associated Pinpoint diagnosis have been completed without finding a fault,
and the symptom is still occurring.

Recreating the Fault
Recreating the fault is the first step in isolating the cause of the intermittent symptom. A thorough
investigation should start with the customer information worksheet located in the Introduction. If
Freeze Frame Data is available, it may help in recreating the conditions at the time of a Malfunction
Indicator Lamp Diagnostic Trouble Code (MIL-type DTC). Listed below are some of the conditions
for recreating the fault.

CONDITIONS TO RECREATE FAULT
Engine Type Conditions Non-Engine Type Conditions
Engine Temperature Ambient Temperature
Engine RPM Moisture Conditions
Engine Load
Engine idle/accel/decel
Road Conditions (smooth-bumpy)

PCM data can be accumulated in a number of ways. Gather as much data as possible when the
malfunction is occurring to prevent misdiagnosis. Data should be accumulated during different
operating conditions and based on the customer description of the intermittent fault. Reference the
known good data values located in Section 6, Reference Values. This will require recording data in
four conditions for comparison: 1) KOEO, 2) HOT IDLE, 3) 30 mph and 4) 55 mph. Acquisition of
PCM PID data using a scan tool is one of the easiest ways to gather information. Listed below are
instructions for gathering PID data using a New Generation Star (NGS) scan tool.

1. Select Vehicle and Engine Selection and enter the proper year, vehicle and engine package
from the menu.
2. Select DIAGNOSTIC DATA LINK.
3. Select POWERTRAIN CONTROL MODULE (PCM).
4. Select PID/DATA MONITOR AND RECORD.
5. Select the PIDs from the intermittent symptom chart or the PCM Pinpoint test. The star
symbol next to each PID on the screen indicates that PID has been selected.
6. Turn ignition key on or start vehicle.
7. Select the START key and access the PIDs.
Storing PIDs
1. When ready to capture and store the selected PIDs, press the trigger button.
2. Press trigger again when ready to save information.
3. The information is now located in the main recording area. Store to a viewing area before
starting another recording or the data will be overwritten.
Recording DVOM Measurements Along with PIDs
1. Select DIGITAL MEASUREMENT SYSTEM.
2. Select one of the meters (i.e., VOLTMETER).
3. Select PIDS.
4. Select PID/DATA MONITOR.
5. Select PCM.
6. Select the PIDs and START to record.
7. Press REC to save digital multimeter function and PID data.
8. Press TRIGGER to save, store and view.
Look for abnormal behavior or values that are clearly incorrect. Inspect the signals for abrupt or
unexpected changes. For example, during a steady cruise most of the sensor values should be
relatively stable. Sensors such as AP, MAP and RPM that change abruptly when the vehicle is
traveling at a constant speed are clues to a possible fault area.
Look for agreement in related signals. For example, if AP is changed during acceleration, a
corresponding change should occur in RPM PIDS.
Make sure the signals act in proper sequence. An increase in RPM after the AP is increased is
expected. However, if RPM increases without an AP change, then a problem may exist. An RPM
increase is normal during extended idle at colder ambient temperatures and during PTO operation.
1. Select VIEW RECORDER AREAS.
2. Select a viewing area.
3. Select up to four PIDs to review in the table format or two PIDs to review in the graph mode.
4. Table Format: Scroll through the PID data while analyzing the information. Look for sudden
drops or spikes in the values. (Refer to the following AP example or reference the EEC-V
charts and graphs in this section.) Notice the major jump in the AP voltage while scrolling
through the information. This example would require a smooth and progressive throttle pedal
travel during a key ON and engine OFF mode.
5. Graph Format: Scroll through the PID data while analyzing the information. Look for sudden
drops or spikes in the linear lines showing the transformation of values to the line graph.

Peripheral Inputs
Some signals may require certain peripherals or auxiliary tools to aid in diagnostics. In some cases,
these devices can be inserted into the measurement jacks of the scan tool or digital multimeter. The
NGS is capable of recording the value from the measurement jacks on the NGS while storing the
value from other PIDs.

Comparing PCM Data
After the PCM values have been acquired, it is necessary to determine the fault area. Typically, it
will require the comparison of the actual values from the vehicle to the typical values from
Reference Value Charts in Section 6.

Analyzing PCM Data
Once the fault area is identified, the circuit must be checked to determine if the wiring or component
is at fault. When making circuit and component measurements, make sure all accessories and dome
and hood lights are off. Use any of the following methods to diagnose a suspected PCM wire circuit
or device. Some methods are particular to a certain type of PCM device.
Harness Opens
Harness Shorts
Change Conditions to Cause Response by Input
The purpose is to verify the sensor receives and responds to changes.
2. Create condition or cause condition to change.
3. If reading changes appropriately, then it should be operating OK.

Examples:
EOT should change from a higher voltage (2.6V) for a cold engine, to a lower voltage
as the engine warms up (0.6V).
Move AP, observe AP PID change.
Press brake pedal, watch BOO PID change states.
The purpose is to verify how the PCM and actuator circuit responds to sensor input.
2. Create condition to cause input condition to change.
3. Observe change (response) in actuator PID or actuator signal circuit measured by a
measuring device.
Click Testing (Solenoids/Relays)
The purpose is to activate a solenoid or relay from the PCM by entering Output Self Test Mode.
1. Key on.
2. Enter Output Self Test Mode.
3. Turn outputs on and then off. The state of the output can be changed by cycling the
accelerator pedal.
4. Listen for relays to click on and off. If a breakout box is connected to the PCM, measure the
control circuit while turning the outputs on and off. A voltage change of greater than 4 volts
should occur during the ON and OFF transition. (NOTE: The glow plug relay will only cycle
on for 5 seconds the first time the accelerator pedal is pressed.)
The purpose is to measure the correct resistance value of a device.
1. Key off.
2. Data Link Connector (DLC) disconnected from any diagnostic tools.
4. Using an ohmmeter and referencing the Static Resistance Value Chart in the EEC-V graphs
and charts at the end of this section, measure across the component terminals.
Harness Opens
The purpose is to check harness for open circuits.
1. Key off.
4. Install breakout box.
5. Using an ohmmeter, isolate the circuit in question from the breakout box to the component
connector pin.
6. Reading should be less than 5 ohms.
Harness Shorts
The purpose is to check the harness for short circuits (to ground or power).
1. Key off only.
4. Using a digital multimeter, measure between the signal circuit and signal return circuit or
power ground circuit or vehicle power.
5. If reading is less than 10 kohms, then the two circuits may be shorted.

EEC-V Graphs and Charts
Static Resistance Values
Component Ohm Value
EPC 3 to 5.1 ohms
SS 1 15 to 25 ohms
SS 2 15 to 25 ohms
TCC 0.9 to 1.9 ohms

Note: The above illustrations are examples of generic NGS data and are not 7.3L diesel-specific.


Basic Circuit Checks
Description
Basic circuit checks help to minimize pinpoint test steps by providing a procedure to diagnose
harness faults associated with the Electronic Engine Control (EC) System. The following techniques
provide helpful reminders for diagnosing open circuits (continuity), shorts to ground and shorts to
power.
Note:
The suspect circuit must be isolated before testing.
When disconnecting any harness connector, always inspect for damaged or pushed-out pins,
corrosion and loose wires. Repair as necessary.
The digital multimeter must be set to the correct scale. AUTO scale is used for NGS with the
data link connector (DLC) disconnected.
The techniques do no apply in all situations; therefore, it is necessary to perform each
pinpoint test step accurately and completely.
General resistance and voltage values are specified below. Always use the pinpoint test
values if they differ.
Always turn the key to the OFF position unless directed otherwise by the pinpoint test.
Each of the following procedures will require the powertrain control module (PCM) and component
to be disconnected to isolate the harness.
Open Circuit (Continuity)
Install PCM breakout box and leave PCM disconnected. Measure the harness resistance between the
suspect circuit at the harness connector and the appropriate PCM breakout box test pin. The
resistance must be less than 5.0 ohms.
Shorts to Ground
Measure the harness resistance between the suspect circuit at the harness connector and a reliable
ground (B-, chassis and or PWR and at the PCM breakout box). The resistance must be greater than
10,000 ohms.
Shorts to Power
Key ON to power up circuit. Measure voltage between the suspect circuit at the harness connector
and a reliable ground. The voltage must be less than 1.0 volt.

1999
SECTION 3: Symptom Charts

SECTION 3: Symptom Charts

Symptom Chart Index
Intro 1-: Symptom Chart 1

1999 PCED On Board Diagnostics II Diesel SECTION 3: Symptom Charts

Symptom Chart Index

Driveability
System/Symptom
Oasis
Number
Chart
Number
No Crank/Slow Crank 601300 1
Hard Start/Long Crank/Erratic Start/Erratic
Crank
602300 3
Hard Start/No Start Dry Reservoir 17
Stall After Start 3
Starting Concerns
No Start/Normal Crank 603300 3
Slow Return to Idle 617400 5
Rolling Idle 608400 6
Stalls When Engaging Clutch 6
Unique Idle
Concerns
Fast Idle 619400 7

Driveability Performance While Driving Concerns
System/Symptom
Oasis
Number
Chart
Number
Idle 607400 2
Acceleration 607500 2
Cruise 607600 2
Stalls/Quits
Deceleration 607700 2
Idle 608400 6
Runs Rough
Cruise 608600 8
Idle 609400 8
Misses
Cruise 609600 8
Cruise 610600 8
Buck/J erk
Deceleration 610700 8
Hesitation/Stumble Acceleration 611500 8
Acceleration 612500 9 Surge
Cruise 612600 9
Acceleration 614500 10 Lack/Loss of Power
Cruise 614600 10

Additional Driveability Concerns
System/Symptom
Oasis
Number
Chart
Number
Engine Will Only Idle 4
Poor Fuel Economy 622000 10
CHECK ENGINE Light Concern 698298 11
Speed Control 205200 13

Electrical
System/Symptom
Oasis
Number
Chart
Number
CHECK ENGINE Light 206000 11 Warning Indicators
TCIL 698298 14

Driveline
System/Symptom
Oasis
Number
Chart
Number
A/T Upshift Concern 501000 15
A/T Downshift
Concern
502000 15
Automatic Transmission Shift
Concerns
Engagement Concern 503000 15

Engine
System/Symptom
Oasis
Number
Chart
Number
High Oil Consumption 401100 16 Oil System Concerns
Leaks 401800 16
Exhaust System Concerns Visible Smoke 403400 12


1-: Symptom Chart 1
Introduction
1-: Pinpoint Tests

Symptom OASIS Number
Starting Concerns
No Crank/Slow Crank 601300

1-: Pinpoint Tests


1-: Symptom Chart 1 1-: Introduction

1-1 PRELIMINARY CHECKS
Perform the following preliminary checks:
Automatic transmission in PARK or NEUTRAL
Clutch fully depressed
Battery connections
Starter relay connections
Battery load test
Alarm anti-theft devices
Fuse links
Ignition switch
Are all checks OK?
Yes No
GO to 1-2 . REPAIR as necessary.

1-2 CHECK STARTER RELAY
Cycle ignition key.
Is a "clicking" sound heard from the starter relay when the ignition key is turned to start?
Yes No
GO to 1-4 . GO to 1-3 .

1-3 CHECK ELECTRICAL ACCESSORIES
Do any other electrical accessories operate (headlights, radio, etc.)?
Yes No
GO to 1-4 .
GO to the Electrical Group in the Workshop
Manual to check the battery and charging
systems.

1-4 CHECK STARTING SYSTEM SECONDARY CIRCUITS
Go to the Powertrain Group in the Workshop Manual to check starter ground and starter
relay cable to starter.
Is a fault indicated?
Yes No
REPAIR as required according to Workshop
Manual direction.
GO to 1-5 .

1-5 CHECK STARTING SYSTEM COMPONENTS
Go to the Powertrain Group in the Workshop Manual to check starter, starter relay, clutch
pedal position sensor and manual lever position sensor.
Yes No
Manual direction.
GO to the Powertrain Group in the Workshop
Manual to check for base engine concerns
(seized/hydro-locked engine or damaged
flywheel). REPAIR as required according to
Workshop Manual direction.


2-: Symptom Chart 2
Introduction
2-: Pinpoint Tests

Stalls/Quits 607000
Idle
Acceleration
Cruise
Deceleration
607400
607500
607600
607700

2-: Pinpoint Tests



Engine overheating
Electrical connections
Engine oil level/quality
MAP sensor vacuum hose leak
Automatic transmission TCC
ATF level
Are all checks OK?
Yes No
GO to 2-2 .
REPAIR as necessary. VERIFY a symptom
no longer exists.

2-2 CHECK FOR COLD WEATHER STALL
Does stall occur with cold oil (below 0C [ 32F]) after several minutes of operation?
Yes No
Oil return to oil pan may be too slow.
CONFIRM proper grade of oil for frigid
conditions. GO to 2-3 .
GO to 2-3 .

2-3 CHECK PERFORMANCE DIAGNOSTICS
GO to Section 4 , Diagnostic Subroutines. Perform Performance Diagnostic Procedures.
Yes No
FOLLOW Performance Diagnostic
Procedures direction.
Manual to perform automatic transmission
diagnosis.


3-: Symptom Chart 3
Introduction
3-: Pinpoint Tests

Starting Concerns
Hard Start/Long Crank/Erratic Start/Erratic Crank
Stall After Start
602300
No Start/Normal Crank 603300
Stalls/Quits 607000
Idle 607400

3-: Pinpoint Tests



Note: Refer to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures or the
11 x 17-inch Diagnostics Guide for the following preliminary checks.
Check engine oil level
Confirm proper dipstick part number
Check for sufficient clean fuel
Check for an intake restriction
Are all checks OK?
Yes No
GO to 3-2 .
no longer exists.

3-2 CHECK HIGH PRESSURE PUMP OIL LEVEL
Check engine oil level in high pressure pump reservoir.
Is oil level within 25.4 mm (1 inch) of inspection plug?
Yes No
GO to 3-4 . GO to 3-3 .

3-3 ATTEMPT TO START ENGINE
Refill high pressure pump reservoir.
Attempt to start engine.
Does engine start and then stall after about 15 seconds?
Yes No
Reservoir is not supplying enough oil to the
high-pressure oil pump. GO to Symptom
Chart 17 .
GO to 3-4 . If no other faults are indicated,
GO to Symptom Chart 17 .

3-4 PERFORM KOEO ON-DEMAND SELF TEST
Note: NGS will reset below 9.5 volts. Charge batteries as necessary.
Go to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures. Perform
KOEO On-Demand Self Test.
Yes No
GO to appropriate pinpoint test. GO to 3-5 .

3-5 PERFORM KOEO INJECTOR ELECTRICAL SELF TEST
Yes No
GO to appropriate pinpoint test.
If test does not run, GO to 3-6 . If no codes
are present, Go to 3-7 .

3-6 REPEAT KOEO INJECTOR ELECTRICAL SELF TEST
Repeat KOEO Injector Electrical Self Test for each injector connector with one connector
disconnected at a time.
Does the KOEO Injector Electrical Self Test run?
Yes No
REMOVE valve cover and INSPECT the
disconnected valve cover wiring harness for a
pinched or grounded injector wire.
GO to Pinpoint Test NC to check IDM power
and ground. GO to Pinpoint Test NA29 to
locate short to ground at IDM or in injector
circuits.

3-7 CHECK PARAMETER IDENTIFICATIONS (PIDS)
Go to Section 4 , Diagnostic Subroutines, Hard Start/No Start Diagnostics. Perform Steps 9a,
9b, 9c and 9d.
Yes No

3-8 CHECK GLOW PLUGS
Note: Run these checks if starting difficulty is in cold temperatures and/or if excessive white
smoke is generated after starting in warmer temperatures.
Note: Refer to Pinpoint Test KC for circuit diagrams.
Disconnect all glow plug/injector connectors on both valve cover gaskets.
Check resistance between ground and each glow plug connector using a digital multimeter
and special tool.
Is resistance between 0.1 and 2.0 ohms?
Yes No
GO to 3-9 .
REMOVE valve cover and INSPECT harness
for opens and shorts. If harness is OK,
REPLACE indicated glow plug.

3-9 CHECK GLOW PLUG CONNECTORS
Check resistance between each glow plug contact in the engine harness and the two brown
wires on the glow plug relay.
Is resistance between 0 and 2.0 ohms?
Yes No
GO to 3-10 . REPLACE engine wiring harness.

3-10 CHECK GLOW PLUG RELAY CIRCUIT
Check voltage between glow plug relay Circuit 38 (BK/O) and chassis ground.
Is battery voltage present?
Yes No
GO to 3-11 .
CAUTION: Confirm resistance to
ground is above 10,000 ohms before
attaching to starter relay.
REPLACE relay feeder wire fusible links 299
(DB).

3-11 CHECK GLOW PLUG RELAY
Connect all glow plug connectors.
Connect glow plug control connector on side of relay.
Disconnect EOT.
Connect voltmeter between relay terminal with two brown wires and chassis ground.
Measure voltage with key off and key on while wiggling wires connected to relay (relay will
remain closed for two minutes with key on).
Does voltage change from 0 to battery voltage and stay at battery voltage for approximately 2
minutes?
Yes No
GO to 3-12 . REPLACE glow plug relay.

3-12 CHECK FUEL PUMP PRESSURE
Connect EOT.
Go to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures. Perform Fuel
Pump Pressure test.
Is fuel pressure less than 138 kPa (30 psi) at key on?
Yes No
GO to Section 4 , Diagnostic Subroutines,
Performance Diagnostics, Step 7.
REPAIR as necessary.


4-: Symptom Chart 4
Introduction
4-: Pinpoint Tests

Engine Will Only Idle

4-: Pinpoint Tests



IVS and AP sensor connector attachment
Interference from floor mats
Accelerator pedal damage
Are all checks OK?
Yes No
GO to Pinpoint Test FE
no longer exists.


5-: Symptom Chart 5
Introduction
5-: Pinpoint Tests

Unique Idle Concerns
Slow Return to Idle 617400

5-: Pinpoint Tests



Accelerator pedal for binding, broken return spring, stuck (floor mats)
External fuel source
Are all checks OK?
Yes No
GO to 5-2 .
no longer exists.

5-2 PERFORM QUICK TEST OPERATION
Go to Section 2 , Diagnostic Methods. Perform Quick Test Operation.
Yes No

5-3 CHECK ACCELERATOR PEDAL
Check for floor mat interference.
Check bushing for damage.
Check return spring.
Yes No
Manual direction.
GO to 5-4 .

5-4 CHECK CRANKCASE
Check for overfilled crankcase.
Is crankcase overfilled?
Yes No
DRAIN crankcase to correct level. GO to 5-5 .

5-5 CHECK ENGINE OIL
Check for coolant in engine oil.
Is there coolant in engine oil?
Yes No
Manual direction.
GO to 5-6 .

5-6 CHECK FOR FUEL CONTAMINATION
Check crankcase for fuel contamination.
Does the crankcase have fuel contamination?
Yes No
GO to Section 4 , Diagnostic Subroutines.
PERFORM Performance Diagnostic
Procedures.
GO to 5-7 .

5-7 CHECK EOT SENSOR
Warm engine to between 15C and 70C (59F and 158F).
Remove fill/check plug from high-pressure oil pump reservoir.
Measure reservoir oil temperature with an A/C thermometer.
Measure EOT using NGS tester or DVOM.
Do readings between EOT and thermometer agree within 3C (5.4 F)?
Yes No
GO to Pinpoint Test DB . CONFIRM wiring
is OK. If OK, REPLACE EOT according to


6-: Symptom Chart 6
Introduction
6-: Pinpoint Tests

Rolling Idle
Stalls When Engaging Clutch
608400
Runs Rough 608000
Idle 608400

6-: Pinpoint Tests



Confirm oil change within 8046.5 km (5000 miles) (5632.6 km [ 3500 miles] if
severe duty)
Check Filter Minder
Check MAP sensor hose for holes, blockage, or disconnection. Confirm correct MAP
sensor
Check intake manifold system for leaks with soapy water with engine running.
Include orange seals, gaskets and fittings
Confirm acceptable SAE oil viscosity:
15W-40: preferred -1C to 49C (30 F to 120F)
10W-30: preferred -23C to -34C (-10 F to -30F)
5W-30: preferred below -28C to -40C (-20F to -40F)
Check fuel quality by opening filter drain and cranking engine.
Confirm proper dipstick part number.
Are all checks OK?
Yes No
GO to 6-2 .
no longer exists.

Yes No

KOEO Injector Electrical Self Test.
Yes No

6-4 CHECK FOR AERATED OIL
CAUTION: Before running oil aeration tests, make sure the high-pressure oil
passages are free of air from recent repairs by running vehicle hard for 32 kilometers
(20 miles) after repair.
CAUTION: Engine must be warmed up to normal operating temperature.
Injection Control Pressure Test.
Run engine at 3400 rpm for 30 seconds.
Does ICP read greater than 11032 kPa (1600 psi) or 2.15 volts in 30 seconds or less?
Yes No
GO to 6-5 GO to 6-6 .

6-5 CHECK FOR AIR LEAKS
Confirm proper oil change interval.
Confirm proper oil level and type.
Overfill engine by 1.9 liters (2 quarts).
Raise and support rear of vehicle 254 mm (10 inches).
Run engine at 3400 rpm for 3 minutes.
Does ICP read greater than 11032 kPa (1600 psi [2.15 volts])?
Yes No
LOWER vehicle. RETURN oil level to
normal. GO to 6-6 .
Aeration is caused by O-ring leak or a hole in
the oil pickup tube. REPAIR as required
according to Workshop Manual direction.

6-6 OIL AERATION TEST
Injection Control Pressure Tests.
Warm engine to normal operating temperature.
Run engine at 3400 rpm for 3 minutes.
Does ICP read greater than 8756 kPa (1270 psi) or 1.75 volts?
Yes No
Oil is aerating due to lack of defoaming
agents. CHANGE to oil that meets CG4/SH
specifications, and CONFIRM oil quantity is
13.2 liters (14 quarts).
GO to 6-7 .

6-7 LOW IDLE STABILITY TEST
Go to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures. Perform Low
Idle Stability Test.
Does idle immediately smooth out?
Yes No
GO to Pinpoint Test DC . CONFIRM wiring
is OK. If OK, REPLACE ICP according to
GO to 6-8 .

Pump Pressure Test.
Is fuel pressure less than 206 kPa (30 psi)?
Yes No
FOLLOW Performance Diagnostic
Procedures direction.
GO to 6-9 .

6-9 CHECK HIGH-PRESSURE OIL SYSTEM
Confirm engine oil level in high-pressure pump reservoir is within 25.4 mm (1 inch) of
inspection plug.
Attach 689 kPa (100 psi) oil pressure gauge on gauge bar (14-00761) to reservoir.
Is oil pressure 69 kPa (10 psig) or greater at idle (650 rpm)?
Yes No
GO to 6-10 .
Manual to check for cause of low oil
pressure.

6-10 CHECK FOR BIASED ICP SENSOR
Turn off engine for one minute.
Does ICP PID read greater than 0 kPa (0 psi) or ICP V PID read greater than 0.30 volt?
Yes No
is OK. If OK, REPLACE ICP sensor
GO to 6-11 .

6-11 KOER ON-DEMAND SELF TEST
CAUTION: Before running KOER On-Demand Self Test, make sure that the
high-pressure oil passages are free of air from recent repairs by running vehicle hard
for 32 kilometers (20 miles) after repair.
Clear codes.
KOER On-Demand Self Test.
Was DTC 1211 received?
Yes No
GO to 6-12 . GO to 6-17 .

6-12 CHECK PRESSURE BALANCE
Plug off high-pressure hose for right cylinder head using special tool.
Check IPR at 3000 rpm.
Plug off high-pressure hose for left cylinder head using special tool, and reattach high-
pressure hose on right cylinder head.
Check IPR at 3000 rpm.
Is IPR duty cycle difference greater than 2%?
Yes No
GO to 6-13 .
REPLACE IPR according to Workshop
Manual direction.

6-13 CHECK ROUGH IDLE
Was rough idle present when vehicle was new?
Yes No
GO to 6-14 . GO to 6-15 .

6-14 CHECK HIGH-PRESSURE OIL PUMP
Attach right hose to left head and plug left hose.
Check IPR at idle.
Compare this reading to reading for left head in Step 6-12.
Is difference in readings greater than 0.2 volt or 2%?
Yes No
Imbalance caused by high-pressure oil pump. GO to 6-15 .
CONFIRM high-pressure hoses are clear, and
REPLACE high-pressure oil pump according
to Workshop Manual direction.

6-15 KOER CYLINDER CONTRIBUTION TEST
KOER Cylinder Contribution Test.
Is a cylinder identified?
Yes No
REPLACE identified injector according to
GO to 6-16 .

6-16 CHECK FOR LEAK SOURCE
Remove valve cover on cylinder(s) with higher IPR reading.
With engine idling, look for bubbling around injector bores or oil gallery drain plugs.
Or, with engine off, attach approximately 689 kPa (100 psi) air pressure to high-pressure oil
gallery.
Look/listen for leaks.
Is a leak present?
Yes No
REPLACE seals on injectors or RESEAL oil
galleries as required according to Workshop
Manual direction.
REPLACE seals on all injectors on the
indicated bank according to Workshop
Manual direction.

6-17 CHECK FOR WEAK CYLINDER
Yes No
GO to 6-18 . GO to 6-19 .

6-18 CHECK FOR ENGINE WEAR
Crankcase Pressure Test.
Is crankcase pressure higher than 4 inches of H
2
O?
Yes No
REPAIR engine for rings or valves as
required according to Workshop Manual
direction.
REPLACE injector in identified cylinder

6-19 CHECK TRANSMISSION TYPE
Is vehicle equipped with a manual transmission?
Yes No
GO to 6-20 . GO to 6-23 .

6-20 CHECK FLYWHEEL
During KOER On-Demand Self Test, or normal idling does flywheel make a rattling noise?
Yes No
GO to 6-21 . GO to 6-23 .

6-21 CHECK CLUTCH
Press on clutch pedal.
Does rattling noise remain?
Yes No
GO to 6-22 . GO to 6-23 .

6-22 CHECK RATTLING NOISE
With noise present in normal running mode, slowly increase engine rpm to 850.
Is rattling noise and rough idle eliminated?
Yes No
REPLACE dual mass flywheel according to
GO to 6-23 .

6-23 CHECK FOR INCORRECT INJECTOR APPLICATION
Remove engine valve covers.
Check part number stamped on top of each injector.
Are the correct injectors installed?
Yes No
Cause of rough idle cannot be determined.
COMPARE idle performance with other
vehicles.
REPLACE injectors according to Workshop
Manual direction.


7-: Symptom Chart 7
Introduction
7-: Pinpoint Tests

Fast idle 619400

7-: Pinpoint Tests



PCM system check
Accelerator pedal for binding, broken return spring, stuck (floor mats)
External fuel source
Engine not reaching normal operating temperature
PTO and charge protect devices disengaged
Are all checks OK?
Yes No
GO to 7-2 .
no longer exists.

7-2 PERFORM QUICK TEST OPERATION
Yes No

Go to Section 2 , Diagnostic Methods, Parameter Identification (PID), Selecting Parameter
Identification (PID).
Select PID EOT.
Is EOT value below 38C (100F)?
Yes No
REPLACE EOT sensor according to
GO to 7-4 .

7-4 CHECK ACCELERATOR PEDAL
Check for floor mat interference.
Check bushing for damage.
Check return spring.
Yes No
Manual direction.
GO to 7-5 .

7-5 CHECK ENGINE OIL
Check for coolant in engine oil.
Is there coolant in engine oil?
Yes No
Manual direction.
GO to 7-6 .

7-6 CHECK FOR FUEL CONTAMINATION
Check crankcase for fuel contamination.
Does the crankcase have fuel contamination?
Yes No
CHECK injectors for leakage. GO to Symptom Chart 10 .


8-: Symptom Chart 8
Introduction
8-: Pinpoint Tests

Runs Rough 608000
Acceleration
Cruise
608500
608600
Misses 609000
Idle
Acceleration
Cruise
609400
609500
609600
Buck/Jerk 610000
Acceleration
Cruise
Deceleration
610500
610600
610700
Hesitation/Stumble 611000
Acceleration 611500

8-: Pinpoint Tests



Engine overheating
Electrical connections
MAP sensor vacuum hose leak
PCM automatically limits RPM at top engine speed
Automatic transmission TCC
ATF level
Are all checks OK?
Yes No
GO to 8-2 .
no longer exists.

Go to Symptom Chart 10 .
Yes No
FOLLOW Symptom Chart direction.
diagnosis.


9-: Symptom Chart 9
Introduction
9-: Pinpoint Tests

Surge 612000
Acceleration 612500
Cruise 612600

9-: Pinpoint Tests



Electrical wiring
Are all checks OK?
Yes No
GO to 9-2 .
no longer exists.

Note: Surges at rpm limiter or top end speed limiter are normal functions of the PCM.
Go to Symptom Chart 10 .
Yes No
FOLLOW Symptom Chart direction.
diagnosis.


10-: Symptom Chart 10
Introduction
10-: Pinpoint
Tests

Lack/Loss of Power 614000
Acceleration
Cruise
614500
614600
Poor Fuel Economy 622000

10-: Pinpoint Tests



Confirm brakes are not dragging
Confirm transmission and axle fluid levels
Confirm transmission and axle tube are not "cooked"
Check for engine overheating
Check for oil in coolant
Confirm oil change within 8046.5 km (5000 miles), (5632.6 km [ 3500 miles] if
severe duty)
Check Filter Minder
sensor.
Check fuel quality by opening filter drain and cranking engine
Confirm proper dipstick part number.
Check for sufficient clean fuel
Check for an intake restriction
Check MAP sensor hose
Are all checks OK?
Yes No
GO to 10-2 .
no longer exists.

GO to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures. Perform
Yes No

GO to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures. Perform
KOEO Injector Electrical Self Test.
Yes No

10-4 RETRIEVE/CLEAR CONTINUOUS DTCS
GO to Section 4 , Diagnostic Subroutines, Performance Diagnostic Procedures.
Retrieve/Clear Continuous DTCs.
Record any codes retrieved.
Clear Continuous DTCs.
Check camshaft timing.
Rotate engine by hand until crankshaft timing mark for cylinder No. 1 is aligned with
CMP sensor pointer.
Remove CMP sensor.
View spoked timing disk through hole for CMP sensor. If narrow spoke is not visible,
rotate engine an additional 360 degrees.
Is narrow sync spoke aligned with the middle of the hole?
Yes No
GO to 10-5 . Cam gear is misindexed with crank gear.
Manual direction.

10-5 CHECK COLD CMP CLEARANCE
Did engine fail to reach rated speed only when engine oil was cold?
Yes No
GO to 10-6 . GO to 10-7 .

10-6 CHECK CMP CLEARANCE TO TIMING DISK
Remove and inspect CMP for evidence of contact with the timing disk (scratches or
unplugged holes on working surface).
Is there evidence of contact?
Yes No
REPLACE CMP according to Workshop
Manual direction and add shim F6TZ-
12J 027-M to create approximately 0.5 mm
(0.020 inch) clearance to timing disk.
GO to 10-7 .

10-7 CHECK FOR BIASED ICP SENSOR
Warm up engine.
Turn off engine for one minute.
KOEO.
GO to Section 2 , Diagnostic Methods, Parameter Identification (PID), selecting Parameter
Select PIDs ICP and ICP V.
Does ICP PID read greater than 0 kPa (0 psi) or ICP V PID read greater than 0.30 volt?
Yes No
is OK. If OK, REPLACE ICP sensor
GO to 10-8 .

10-8 CHECK FOR LOW IDM POWER
Run engine at WOT, unloaded.
Does engine reach 3300 rpm?
Yes No
GO to 10-12 . GO to 10-9 .

10-9 VERIFY GOVERNED IDLE
Does engine stay at governed idle (650 rpm)?
Yes No
GO to Symptom Chart 4 . GO to 10-10 .

10-10 CONFIRM INJECTION CONTROL PRESSURE
Go to Section 2 , Diagnostic Methods, Parameter Identification (PID), selecting Parameter
Select PIDs ICP and ICP V.
Does ICP PID read at least 6895 kPa (1000 psi [1.46 volts]) at maximum rpm reached?
Yes No
GO to 10-11 . GO to 10-20 .

Pump Pressure Test.
Check both tanks.
Is fuel pressure at least 172 kPa (25 psi) at maximum rpm?
Yes No
GO to Pinpoint Test NA Step NA29 .
CONFIRM injector wiring circuits are OK. If
OK, REPLACE IDM according to Workshop
Manual direction.
GO to 10-15 .

10-12 CHECK FOR AERATED OIL
CAUTION: Before running oil aeration tests, make sure the high-pressure oil
passages are free of air from recent repairs by running vehicle hard for 32 kilometers
(20 miles) after repair.
CAUTION: Engine must be warmed up to normal operating temperature.
Run engine at WOT for 30 seconds.
Does ICP read greater than 11032 kPa (1600 psi) or 2.15 volts in 30 seconds or less?
Yes No
GO to 10-13 . GO to 10-14 .

10-13 CHECK FOR OIL PUMP INTAKE LEAKS
Confirm proper oil change interval.
Confirm proper oil level and type.
Overfill engine by 1.9 liters (2 quarts).
Raise and support rear of vehicle 254 mm (10 inches).
Run engine at WOT for 30 seconds.
Does ICP read greater than 11032 kPa (1600 psi [2.15 volts])?
Yes No
LOWER vehicle. RETURN oil level to
normal. GO to 10-14 .
Aeration is caused by O-ring leak or a hole in
the oil pickup tube. REPAIR as required

10-14 INJECTION CONTROL PRESSURE TEST
Run engine at WOT for 3 minutes.
Does ICP read greater than 8756 kPa (1270 psi) or 1.75 volts?
Yes No
Oil is aerating due to lack of defoaming
agents. CHANGE to oil that meets CG4/SH
specifications and CONFIRM oil quantity is
13.2 liters (14 quarts). GO to 10-15 .
GO to 10-15 .

10-15 FUEL SYSTEM CHECK
Pump Pressure Test.
Is fuel pressure less than 206 kPa (30 psi) at 3300 rpm?
Yes No
REMOVE filter cover and filter. DETACH
pressure regulator from filter housing and
GO to 10-16 .
CHECK for clogged return screen. CHANGE
fuel filter, and RERUN pressure check. If
fuel pressure is still less than 206 kPa (30 psi)
at 3300 rpm, GO to 10-16 .

10-16 CHECK FUEL REGULATOR
Detach pressure regulator from filter housing, and check for clogged return screen or clogged
orifices.
Check regulator valve for evidence of sticking or debris.
Is regulator valve faulty?
Yes No
REPLACE regulator valve according to
GO to 10-17 .

10-17 CHECK PUMP INLET RESTRICTION
Pump Inlet Pressure Test.
Is vacuum greater than 20 kPa (6 in-Hg)?
Yes No
CHECK inlet lines between tank(s) and fuel
line fitting for blockage.
GO to 10-18 .

10-18 CHECK FUEL REGULATOR FOR BLOCKAGE
Remove fuel regulator and check for blockage.
If there blockage?
Yes No
REPLACE fuel regulator according to
GO to 10-19 .

10-19 CHECK FUEL INLET LINE FOR BLOCKAGE
Check fuel inlet line for blockage between quick connect fitting and fuel pump.
Is there blockage?
Yes No
REPLACE fuel inlet line according to REPLACE fuel pump according to
Workshop Manual direction. Workshop Manual direction.

10-20 CHECK HIGH-PRESSURE OIL SYSTEM
Confirm engine oil level in high-pressure pump reservoir is within 25.4 mm (1 inch) of
inspection plug.
Attach 689 kPa (100 psi) oil pressure gauge on gauge bar (14-00761) to reservoir.
Is oil pressure 69 kPa (10 psig) or higher at idle (650 rpm)?
Yes No
GO to 10-21 .
Manual to check for cause of low oil
pressure.

10-21 KOER ON-DEMAND SELF TEST
CAUTION: Before running KOER On-Demand Self Test, make sure the high-
pressure oil passages are free of air from recent repairs by running vehicle hard for 32
kilometers (20 miles) after repair.
Was DTC P1211 received?
Yes No
GO to 10-23 . GO to 10-22 .

10-22 CHECK FOR DTC P0476
Referring to Step 10-21, was DTC P0476 received?
Yes No
GO to 10-26 . GO to 10-30 .

10-23 CHECK PRESSURE BALANCE
Plug off high-pressure hose for right cylinder head using special tool.
Record IPR at 3300 rpm.
Plug off high-pressure hose for left cylinder head using special tool, and reattach high-
pressure hose on right cylinder head.
Record IPR at 3000 rpm.
Is IPR duty cycle difference greater than 2%?
Yes No
GO to 10-24 .
REPLACE IPR according to Workshop
Manual direction.

10-24 KOER CYLINDER CONTRIBUTION TEST
Yes No
REPLACE identified injector according to
GO to 10-25 .

10-25 CHECK FOR LEAK SOURCE
Remove valve cover on cylinder head with higher IPR reading.
With engine idling, look for bubbling around injector bores or oil gallery drain plugs.
Or, with engine off, attach approximately 689 kPa (100 psi) air pressure to high-pressure oil
gallery.
Look/listen for leaks.
Is a leak present?
Yes No
REPLACE seals on injectors or RESEAL oil
galleries as required according to Workshop
Manual direction.
REPLACE seals on all injectors on the
indicated bank according to Workshop
Manual direction.

10-26 EXHAUST RESTRICTION TEST
Inspect exhaust system for damage.
Remove engine cover (lid).
Observe EBP valve operation while rerunning KOER On-Demand Self Test.
Does EBP valve cycle and then open completely (tang against stop)?
Yes No
GO to 10-28 . GO to 10-27 .

10-27 CHECK ELECTRICAL SYSTEM
Go to Section 5, Pinpoint Test KB , and confirm that EPR and wiring are working.
Is electrical system OK?
Yes No
REPAIR EBP system. REPAIR electrical system.

10-28 CHECK FOR BIASED EBP SENSOR
KOEO.
Use NGS tester to read EBP, MAP and BARO PIDs.
Is the difference between EBP, MAP and BARO PIDs greater than 20 kPa (3 psi)?
Yes No
GO to Pinpoint Test DE. CONFIRM wiring
and PCM are OK. If OK, REPLACE EBP
GO to 10-29 .

10-29 CHECK FOR EXHAUST RESTRICTION
Unplug EOT to cause EBP valve to stay open.
Run engine at WOT.
Read EBP on NGS or DVOM.
Is EBP greater than 172 kPa [25 psia (2 volts)]?
Yes No
LOCATE and REPAIR exhaust restriction
GO to Pinpoint Test C.

10-30 CHECK FOR WEAK CYLINDER
Yes No
GO to 10-31 . GO to 10-32 .

10-31 CHECK FOR ENGINE WEAR
Crankcase Pressure Test.
Is crankcase pressure higher than 4 inches of H
2

Yes No
REPAIR engine for rings or valves as
direction.
GO to 10-32 .

10-32 BOOST PRESSURE TEST
Boost Pressure Test.
Display PID MGP on NGS.
Road test to determine turbo boost.
Accelerate hard between 1500 and 3000 rpm.
Is boost OK?
Yes No
GO to 10-34 . GO to 10-33 .

10-33 CHECK MAP SENSOR
Go to Section 5. Perform Pinpoint Test DH .
Does MAP system check OK?
Yes No
REPLACE MAP sensor according to
INSPECT turbocharger. REPAIR as
necessary according to Workshop Manual
direction.

10-34 CHECK FOR BIASED EOT SENSOR
Soak vehicle overnight.
Do not start engine.
Read EOT and IAT using NGS Tester with KOEO.
Do readings agree within 6C (11F)?
Yes No
GO to 10-35 .
is OK. If OK, REPLACE EOT according to

10-35 CHECK EOT SENSOR
Warm engine to between 15C and 70C (59F and 158F).
Remove fill/check plug from high-pressure oil pump reservoir.
Measure reservoir oil temperature with an A/C thermometer.
Measure EOT using NGS Tester or DVOM.
Do readings between EOT and thermometer agree within 3C (5.4 F)?
Yes No
With transmission in fourth gear (M/T) or
OD locked out (E4OD), RECORD time to
accelerate hard between 48 and 97 km/h (30
and 60 mph). COMPARE time to another
power stroke vehicle with same weight,
transmission and axle.
is OK. If OK, REPLACE EOT according


Introduction
11-: Pinpoint
Tests

CHECK ENGINE Light Concern 698298
Warning Indicators
CHECK ENGINE Light 206000

11-: Pinpoint Tests



11-1 OBSERVE CHECK ENGINE LIGHT
Is CHECK ENGINE light continuously illuminated?
Yes No
GO to 11-2 . GO to 11-3 .

11-2 PERFORM KOEO ON-DEMAND SELF TEST AND RETRIEVE/CLEAR
CONTINUOUS DTCS
Go to Section 2 , Diagnostic Methods. Perform KOEO On-Demand Self Test, and
Is fault indicated?
Yes No

11-3 RUN BULB CHECK
Cycle ignition switch.
Does CHECK ENGINE light flash?
Yes No
CHECK ENGINE light is OK. GO to Pinpoint Test NB .


Introduction
12-: Pinpoint
Tests

Exhaust System Concerns 403000
Visible Smoke 403400

12-: Pinpoint Tests



Check Filter Minder
sensor.
Check fuel quality by opening filter drain and cranking engine.
Are all checks OK?
Yes No
GO to 12-2 .
Manual direction. VERIFY a symptom no
longer exists.

12-2 ATMOSPHERIC PRESSURE RATIONALITY CHECK
Select PIDs EBP, MAP and BARO.
Key on, engine off.
Do all readings agree within 21 kPa (3.0 psi)?
Yes No
GO to the appropriate pinpoint test for the
sensor that disagrees with the other two
sensors.
GO to 12-3 .

12-3 CHECK TAILPIPE EXHAUST SMOKE
Is exhaust smoke coming from the tailpipe?
Yes No
If exhaust smoke is white, GO to 12-4 . If
exhaust smoke is black, GO to 12-6 .
VERIFY a symptom no longer exists.

12-4 CHECK WHITE TAILPIPE EXHAUST SMOKE
Note: White tailpipe exhaust smoke is a normal condition at start-up with temperatures
below 10C (50F) or with an extended idle in a cool climate.
Go to Section 4 , Diagnostic Subroutines, Hard Start/No Start Diagnostic Procedures.
Perform Glow Plug System Operation check.
Go to Section 4 , Diagnostic Subroutines. Perform Performance Diagnostic Procedures.
Yes No
FOLLOW Diagnostic Procedures direction. GO to 12-5 .

12-5 CHECK ENGINE COOLING
Go to the Powertrain Group in the Workshop Manual to check thermostat operation.
Is thermostat operating properly?
Yes No
REPAIR as necessary according to
PERFORM cooling system leak tests.
CHECK for internal engine leaks according

12-6 MAP SENSOR VACUUM CHECK
Apply vacuum to MAP sensor.
Does MAP sensor hold vacuum?
Yes No
Unable to verify concern at this time.
RETURN to Symptom Index.
REPLACE MAP sensor according to


Introduction
13-: Pinpoint
Tests

Speed Control 205200

13-: Pinpoint Tests



13-1 CHECK ABS LIGHT
Is ABS light on?
Yes No
GO to 13-2 .

13-2 CHECK BRAKE WARNING LIGHT
Is brake warning light on?
Yes No
GO to Pinpoint Test FF . GO to 13-3 .

13-3 PERFORM KOEO ON-DEMAND SELF TEST AND RETRIEVE/CLEAR
CONTINUOUS DTCS
Go to Section 2 , Diagnostic Methods. Perform KOEO On-Demand Self Test, and
Yes No

13-4 PERFORM KOER SWITCH SELF TEST
Go to Section 2 , Diagnostic Methods. Perform KOER switch self test.
Yes No

13-5 ROAD TEST
Select PIDs PBA, BPA, CPP, BOO, SCCS M, VSS, and VS SET.
Drive vehicle and function speed control system.
Compare VSS to Speedometer.
Does NGS display proper values for each PID selected?
Yes No
GO to 13-6 . GO to appropriate pinpoint test.

13-6 CHECK SPEED CONTROL
Does speed control drop out when climbing hills?
Yes No
Engine power is not adequate to hold hill.
GO to 13-7 .

13-7 CHECK VEHICLE LOAD
Check vehicle for heavy loads.
Is vehicle load too heavy to hold hills?
Yes No
Vehicle speed dropped 10 mph below speed
control set mph, causing speed control
disengagement. CONFIRM condition with
NGS PIDS VSS and VS SET.


Introduction
14-: Pinpoint
Tests

Warning Indicators
TCIL 698298

14-: Pinpoint Tests



14-1 CHECK TCIL
Is TCIL flashing?
Yes No
GO to 14-3 . GO to 14-2 .

14-2 TOGGLE TCIL
Toggle TCIL by pushing TCS switch several times.
Does TCIL toggle on and off?
Yes No
TCIL is OK. GO to Pinpoint Test H .

14-3 OBSERVE CHECK ENGINE LIGHT
Is Check Engine Light on?
Yes No
GO to Symptom Chart 11 . GO to 14-4 .

14-4 RUN QUICK TEST
Yes No
GO to appropriate pinpoint test. GO to Pinpoint Test H .


Introduction
15-: Pinpoint
Tests

Automatic Transmission Shift Concerns
A/T Upshift Concern
A/T Downshift Concern
Engagement Concern
501000
502000
503000

15-: Pinpoint Tests



15-1 CHECK AUTOMATIC TRANSMISSION FLUID
Check automatic transmission fluid level and quality.
Are fluid level and quality OK?
Yes No
GO to 15-2 .
Workshop Manual direction. VERIFY a
symptom no longer exists.

Note: Refer to NGS Tester Driver Operated Controls Check for PID values.
Display PIDs TR, SCCS M, 4x4L and VSS.
Does the scan tool display proper values for each PID?
Yes No
GO to 15-3 . GO to appropriate pinpoint test.

Go to Symptom Chart 10.
Yes No
REPAIR engine faults first, then REPAIR
automatic transmission faults.
diagnosis.


Introduction
16-: Pinpoint
Tests

Oil System Concerns 401000
High Oil Consumption
Leaks
401100
401800

16-: Pinpoint Tests



External leaks (rocker cover gasket, crankshaft seals, etc.)
Proper dipstick
Proper oil viscosity
Are all checks OK?
Yes No
GO to 16-2 .
Manual direction. VERIFY a symptom no
longer exists.

Go to Symptom Chart 10.
Yes No
FOLLOW Diagnostic Procedures direction.
Manual to CHECK valves, valve guides,
valve stem seals, intake manifold gaskets,
cylinder head drain passages (blue smoke on
startup), and piston rings. REPAIR as
direction.


Introduction
17-: Pinpoint
Tests

Starting Concerns
Hard Start/No Start Dry Reservoir

17-: Pinpoint Tests



17-1 PERFORM OIL PUMP PRESSURE TEST
Note: Low oil pressure from the engine oil pump can also cause low oil levels in the
reservoir.
Go to the Powertrain Group in the Workshop Manual. Perform Oil Pump Pressure Test.
Yes No
Manual direction.
GO to 17-2 .

17-2 CHECK OIL RESERVOIR
Remove oil reservoir fill plug and refill reservoir.
Start engine and test drive vehicle for 16 kilometers (10 miles).
Remove oil reservoir fill plug and check reservoir oil level.
Is oil reservoir full?
Yes No
GO to 17-3 .
INSPECT oil reservoir and engine front
cover for evidence of oil leakage. If leakage
is detected, REPAIR or REPLACE as
direction.

17-3 RECHECK OIL RESERVOIR
Note: Perform the following step before starting engine.
Allow vehicle to sit overnight.
Remove oil reservoir fill plug and check reservoir oil level.
Is oil reservoir full?
Yes No
VERIFY a symptom no longer exists.
REMOVE high-pressure oil pump. INSPECT
for internal leak pass across high-pressure oil
pump gasket beads. REMOVE oil reservoir
cover. INSPECT oil reservoir for casting
porosity. If necessary, REPLACE high-
pressure oil pump or oil reservoir according

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